WILLIAM  ROBINSON  A.M.;  L £/ M.E.. 

Original  Inventor  and  Patentee  of  the  Robinson  Automatic  :Electrlc 
and  i^lectro-Pneumatic  Signal  Systems  for  Railroads, 

As  now  installed  by  the  Union  Switch  and  Signal  Company  and 
the  Hall  Signal  Company,  under  the  fraudulent  pseudonyms, 
respectively,  of  the  ' ‘Westinghouse  Electro-Pneumatic 
Block  Signal  System,”  and  the  ‘‘Hall  Signal  System.” 


t) 


History  of  Automatic  Electric  and 
Electrically  Controlled  Fluid  Pressure 
Signal  Systems  for  Railroads 


BY 

WILLIAM  ROBINSON,  A.  M. ; E.  & M.  E. 

Inventor  of  the  Automatic  Systems  now  in  general  use  on  the  leading  rail- 
roads in  the  United  States  and  Foreign  countries 


ILLUSTRATED. 


ANNOUNCEMENT. 


AN 

A 


ANNOUNCEMENT  OF  THE  NEW  ROBINSON  ELECTRIC  RAILWAY  SYSTEM, 

FOLLOWED  BY 

BRIEF  HISTORY  OF  AUTOMATIC  RAILROAD  SIGNALING  IN  THE  UNITED 
STATES,  WILL  BE  FOUND  ON  THE  FOLLOWING  PAGES. 


1906 

CRIST,  SCOTT  & PARSHALL, 

Cooperstown,  N.  Y. 


PREFACE. 

Signal  engineers  and  others  have  found  it  almost  iinpossihle 
to  get  authentic  information  or  to  find  correct-historical  data  on 
toe  subject  of  Automatic  Electric  Railroad  Signaling  in  the 
United  States,  and  it  is  found  that  even  men  high  up  in  tlie 
signal  companies  are  equally  without  authentic  information  on 
the  subject. 

The  reason  for  this  anomalous  condition  is  that  the  heads  of 
these  signal  companies  are  systematically  supressing  tlm  facts 
of  history  and  putting  ont  the  signal  systems  fraudulently  under 
their  own  ]>seudonyms  for  the  ]mfpose  of  appropriating  to  them- 
s(‘lves  credit  and  reputation  beldhging  not  to  them  but  to  an- 
other. 

For  the  same  purpose  the  technical  journals  have  been  hooded 
with  s]3urious  literature  and  advertisements  by  these  unscrupu- 
lous burglars  of  other  men’s  reputations.  To  illustrate:  the 
Union  Switch  and  Signal  Company,  of  which  George  Westing- 
honse  is  President,  puts  out  an  automatic  signal  system  under 
the  ])seiidonym  of  the  ‘ AVestinghouse  Automatic  Electro-Pneu- 
matic Block  Signal  System,”  although  the  records  show  that 
George  Westinghouse'^never  invented  an  automatic  signal  sys- 
tem of  any  kind  controlled  by  moving  trains  and  never  contri- 
Imted  anything  whatever,  as  an  inventor,  to  advance  the  art  of 
such  automatic  signaling,  also  tliat  the  system  imt  out  under  his 
pseudonym,  as  above,  was  invented  and  specifically  ])atented  by 
the  author,  in  foreign  countries,  more  than  thirty  years  ago,  all 
of  which  will  be  demonstrated  hereinafter. 

To  further  illustrate:  The  Hall  Signal  Com])anv,  another  i)i- 
I'ate  craft  sailing  under  the  l)lack  flag  in  search  of  annoying 
reputations  which  it  may  destroy  with  impunity  in  order  to  sul)- 
stitute  its  own  tarnished  name  and  fame  therefor,  is  putting  out 
an  automatic  signal  system,  invented  and  patented  many  vears 

5 

/k  54089  ■ 


ago  by  the  author,  under  the  spurious  designation  of  the  “Hall 
Signal  System.” 

In  a suit  in  which  the  Hall  Signal  Company  was  defendant, 
Counsel  for  that  company,  in  a most  eloquent  plea  before  the 
Court  of  Appeals  says  of  this  system  “Defendant's  operation 
is,  in  every  part  and  parcel,  on  every  foot  of  every  section,  and 
over  every  signal,  a Robinson  operation,  pure  and  simple.  * * * 
Every  characteristic  Robinson  feature  is  retained.  Every  sig- 
nal taken  by  itself  is  a pure  Robinson  signal.  The  whole  taken 
together  is  a mere  assemblage  of  Robinson  signals.”  (A  more 
complete  quotation  is  given  under  the  heading.  “Federal  Courts 
Decisions.”) 

It  may  be  here  plainly  stated  that  the  author  is  the  original 
inventor  and  patentee  of  the  automatic  electric-electro'-pneuma- 
tic,  and  electrically  controlled  fluid  pressure  signal  system,  now 
in  general  use  on  the  leading  railroads  in  the  United  States,  and 
wherever  automatic  electric  signals  are  used  on  railroads 
throughout  the  world  as  hereinafter  fully  demonstrated. 

In  view  of  this  fact,  and  the  difficulty  or  impossibility  of  ob- 
taining authentic  information  on  the  subject,  elsewhere,  and  the 
systematic  efforts  of  interested  parties  to  bury  the  truth  in 
muck  and  supplant  it  by  satanic  falsehood,  engineering  friends 
and  others  have  urged  the  author  to  write  an  authentic  histoiy^ 
of  Automatic  Electric  Railroad  Signaling. 

On  looking  back  over  the  field  for  thirty  years,  therefore,  he 
has  concluded  that  as  he  is  better  equipped  for  the  work  than 
any  one  else,  the  vindication  of  his  own  reputation  as  an  epoch 
making  inventor,  the  verity  of  outraged  history  which  is  being 
daily  perverted  by  audacious  “grafters”  of  his  reputation,  de- 
sire for  accurate  knowledge  on  the  subject  on  the  part  of  tens  of 
thousands  of  interested  railroad  and  signal  engineers,  the  duty 
of  exposing  the  thieving  jackals  and  rapacious  gray  wolves  of 
graft  that  beset  the  footsteps  of  every  creator  of  a valuable  in- 
vention, and  the  interests  of  that  great  army  of  honest,  able 
and  often  oppressed  and  defrauded  inventors  on  whose  work  the 
advance  of  civilization  chiefly  depends,  in  the  interest  of  truth 
honesty,  honor  and  fair  dealing;  in  the  interest  of  all  these  he 


6 


has  deemed  it  a.  pressing  duty  to  write  this  brief  liistory  at  the 
present  time. 

This  work  is  intended  as  a plain  statement  of  facts,  with 
every  essential  statement  snpi)orted  by  reference  to  official  re- 
cords or  other  indisputable  evidence,  so  that  any  one  disposed 
to  investigate  may  be  able  to  confirm  the  statements  for  him- 
self. It  does  not  however  pretend  to  be  exhaustive. 

Names  are  plainly  used  and  their  owners  characterized.  This 
is  a painful  necessity;  but  it  is  pointed  out  that  this  work  is  in- 
tended for  plain  authentic  history  and  therefore  sentiment  must 
give  way  to  indisputable  demonstrated  facts. 

The  author,  however,  distinctly  disclaims  any  feeling  of  per- 
sonal animosity  toward  any  of  the  persons  named  herein.  He 
uses  the  knife  as  the  surgeon  uses  it,  to  eradicate  a moral  lep- 
rosy which  is  all  too  prevalent. 

A wise  man  has  too  much  regard  for  his  own  ecpianimity  of 
mind  to  cherish  enmity  against  anyone. 


7 


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in  2017  with  funding  from 

University  of  Illinois  Urbana-Champaign  Alternates 


https://archive.org/details/historyofautomatOOrobi 


ANNOUNCEMENT. 


The  New  Robinson  Electric  Railway  System. 

For  many  years  Mr.  AViliiain  Robinson  lias  been  working  on 
tlie  lia.ffling  problem  of  prodneing  an  Plleetric  Railway  System 
by  which  the  Third  Rail  may  be  made  safe  for  running  high. 
S])eed  trains  through  the  0])en  country,  that  is,  substituting  elec- 
tric for  steam  trains.  This  ]vrobleni  he  believes  he  has  solved 
in  a simple,  efficient  and  reliable  manner,  whether  trains  are 
driven  by  a direct  or  an  alternating  current. 

What  this  system  will  accomplish: 

1.  The  Third  Rail,  made  in  sections  of  any  desired  length,  is 
normally  dead.  AVlien  a train  enters  upon  a section  that  sec- 
tion only  becomes  alive,  furnishing  working  current,  and  be- 
comes dead  again  the  instant  the  train  leaves  the  section. 

2.  AVhen  a train  enters  ui)on  a section  it  takes  control,  not 
only  of  that  section,  but  also  of  the  section  in  its  rear  in  such 
a way  that  a train  entering  u])on  that  rear  section  finds  its  cur- 
rent cut  off  and  cannot  proceed. 

3.  A train  entering  upon  said  rear  section  not  only  loses  cur- 
rent but  has  brakes  a^iplied  with  a powder  pro])ortional  to  its 
s]:)eed,  thus  preventing  possibly  dangerous  coasting. 

4.  A train  thus  stalled  takes  ])ossession  of  the  section  back  of 
it  in  the  manner  above  described.  Thus  each  train,  whether 
running  or  stalled  protects  itself  from  rear  end  collision  by 
automatical ly  keei)ing  the  lengfh  of  a dead  block  between  itself 
and  a following  train. 

5.  Switches  and  drawbridges:  The  first  movement  to  nnhx^k 
a switch  or  drawbridge  embodied  in  a section  cuts  off  the  ])ossi- 
bility  of  working  current  reacliing  the  block  located  at  either  end 
of  said  section;  thus  a train  ap])roaching  from  either  direction 
is  arrested  when  a mile  more  or  less  from  the  section  embodying 


9 


said  switch  or  drawbridge  and  has  brakes  applied  as  described. 

6.  Alternating  Current:  When  the  alternating  current  is  used 
for  motive  power  its  potential  can  be  reduced  to  a much  lower 
voltage  than  heretofore  found  possible  for  this  class  of  work. 

7.  Signals;  This  system  may  be  used  with  or  without  a sig- 
nal system. 

Where  the  Robinson  Closed  Rail  Circuit  System  of  automatic 
signals  is  used,  which  means  practically  everywhere  that  auto- 
matic signals  are  installed,  this  system  may  be  installed  with- 
out changing  the  signals  or  signal  sections.  Interference  with 
the  correct  operation  of  the  signals  by  the  propulsion  current 
is  rendered  impossible. 

The  above  is  intended  merely  as  a foreword.  This  s^^stem 
will  be  fully  described  hereafter  at  the  proper  time.  The  pre- 
caution of  properly  ])rotecting  it  throughout  the  world  neces- 
sarily causes  delay  in  publication.  I therefore  reserve  the  right 
to  withhold  further  information  until  I deem  it  prudent  to  pub- 
lish it. 


10 


THE  ROBINSON  AUTOMATIC  RAILROAD-SIGNAL  SYSTEMS. 


About  1867  Mr.  William  Robinson,  then  a recent  graduate 
from  college,  entered  actively  upon  the  development  of  an  auto- 
matic signal  system  for  preventing  accidents  of  various  kinds 
on  railroads.  His  attention  was  called  to  the  subject  by  the  con- 
sideration of  certain  railroad  accidents  which  had  occurred,  and 
for  the  prevention  of  which  there  were  no  adequate  means 
known. 

From  this  starting  point  he  developed  such  a system,  and  in 
1869,  constructed  an  elaborate  model  illustrating  the  same, 
which  he  exhibited  at  the  American  Institute  Fair  in  New  York 
city,  in  1870. 

This  system  was  what  is  now  known  in  the  art  as  a “wire” 
or  “open  circuit”  system;  that  is,  there  were  circuit-instruments 
in  proximity  to  the  track  which  were  actuated  by  the  wheels  of 
a car.  The  action  of  the  wheels  on  a lever  at  one  point  closed 
the  circuit  through  a relay,  whose  magnet  was  so  arranged  that 
the  instant  it  was  magnetized  it  attracted  its  armature  and  ke]jt 
its  own  circuit  closed.  The  circuit  of  the  magnet  which  di- 
rectly actuated  or  controlled  the  signal  was  under  control  of 
the  relay,  which  operated  to  open  and  close  the  signal  circuit 
directly. 

When  the  train  or  car  proceeded  to  the  proper  point  beyond 
it  actuated  a reversing  lever,  thus  opening  the  relay  circuit,  and 
reversing  the  signal. 

In  the  model  described  the  reversing  lever  operated  to  0]:)en 
the  relay  circuit  by  cutting  oft  the  battery  therefrom  by  short 
circuiting. 

This  model  was  in  continuous  and  perfect  operation  through- 
out the  duration  of  the  fair. 

At  the  close  of  the  fair  Mr.  Robinson  had  some  of  his  des- 
criptive circulars  left  over.  These  he  immediately  sent  out  to 
railroad  companies  at  random. 


11 


One  of  these  cireiilars  at  least,  was  as  seed  sown  in  good 
ground,  it  eiieited  an  iiuniediate  response  froin  ALr.  William  A. 
Baldwin,  General  Su])t.  of  the  Pliiladel})hia  and  ilrie  Kailroad, 
Avith  tlie  result  that  Mr.  BaldAAun,  who  Avas  an  old  telegraph 
o])erator  and  a very  able  and  progressiA^e  railroad  man,  on 
looking  into  the  system  Avas  so  impressed  AAuth  its  practicability 
and  importance  that  he  at  once  arranged  Avith  Mr.  liohinson  to 
make  an  installation  of  the  system  on  his  road.  This  Avas  in 
1870.  ‘ ' 

At  that  time  Mr.  Theodore  N.  ihy,  noAV  C hief  of  Alotive 
PoAver  of  the  Pennsylvania  Pail  road,  Avas  Assistant  Sn])erin 
rendent  of  the  Phi  la.  & Erie  K.  IP,  and,  under  direction  of  Mr. 
BaldAvin,  furnished  Mr.  Pobinson  Avith  all  the  facilities  and  ma- 
terial necessary  for  })i'Osecuting  the  Avork  of  installation. 

ddiis  installation  aauis  made  at  Kinzna,  Pa.,  and  after  a little 
experimenting  was  soon  in  ])erfect  Avorking  order,  })eriorming 
all  claimed  for  it,  and  considered  satisfactorv  l)y  the  railroad 
eom])any. 

This.  AAns  a normally  open-circuit  Avire  system,  hoAvover,  con- 
tinued by  track  levers,  as  aboAm  described,  in  connection  Avith 
the  model. 

As  soon  as  it  Avas  found  to  be  Avorking  perfectly  and  acccAin- 
plishing  all  claimed  for  it,  Mr.  Pobinson,  who  aims  to  be  his 
(.AAui  most  severe  critic  of  his  own  work,  entered  systematically 
into  a deepei*  study  of  the  system,  from  the  stand])oint  of  a rail- 
I'oad  man,  Avith  a view  of  finding  the  Aveak  points  in  it,  if  any 
existed. 

He  soon  discovered  the  following  serious  defects,  which  are 
inherent  in  all  normally  open  circuit  or  Avire  systems  of  auto- 
matic signaling,  Avithout  excex)tion. 

Such  systems  are  extremely  limited-  in  their  functions,  and 
vau//,  under  cert  din  circumstances,  shoAv  a safety  signal  when  the 
danger  actually  exists  Avhicdi  they  are  designed  to  aA^ert,  as  in 
the  following  cases: 

First:  A train  enters  regularly  upon  the.  section  and  sets 
the  signal  at  dangei*;  the  train  breaks  in  two,  the  forward  part 
[masses’  off  the  section,  rcAmrses  the  signal  and  shows  all  clear 
beliind  that  iiortion  of  the  train  remaining  on,  the  section;  and 


12 


cl  following  train,  Inred  on  by  tlie  false  signal  Ai.n  clear  dashes 
into  the  stalled  portion  of  the  jireeeding  train  left  standing  on 
the  section.  This  is  extremely  lialile  to  liapiien  on  shar])  curves 
cind  grades,  wliere  breaks  are  not  of  nnconnnon  occurrence. 

Second : A train  may  enter  within  the  section  from  the  o])])os- 
ite  end  or  from  a siding  thus  blocking  tlie  track,  while  the  sig- 
nal, not  having  been  affected,  shows  all  clear  as  before,  a false 
signal  again. 

Third:  If  a line  wire  lireak  or  other  connection  be  inter- 
fered with  accidentally  or  maliciously,  or  the  battery  fail  froin 
any  cause,  the  signal  will  invariably  show  all  clear,  under 
every  train  passing  over  the  section,  a false  signal  again. 

i\[r.  liobinson  at  this  early  date  recogTiized  the  above  serious 
objections  as  inseparable  from  open  circuit  system,  of  sigrial- 
iag,  apparently,  before  these  defects  were  recognized  by  any 
one  else,  and  at  once  entered  upon  the  solution  of  the  problem 
I)resented,  of  eliminating  these  objections  by  x)i‘(>t^ucing  a sig- 
nal system  which  would  meet  all  the  requirements  of  safe  and 
effici  ent  rai  1 reading. 

He  reasoned  that  to  accomplish  this  result  every  car  and  every 
l^air  of  wheels  in  the  train  must  have  controlling  yyower  over 
the  signal  thronghont  every  inch  of  the  block  section,  and  sec- 
ondly, 

11ie  signal  should  go  to  danger  by  gravity,  the  electric  current 
being  used  to  hold  it  at  safety. 

(k)nid  these  two  results  be  accomplished?  Could  the  rails  be 
used  in  any  way  to  carry  the  |)rimary  current  in  a reliable  man- 
ner? Manifestly  not  by  any  o])en  circuit  means,  for  the  reason 
tliat  sections  of  rails  of  even  moderate  lengtli,  on  0])e7i  circuit, 
would  form  a good  ground,  especially  in  danu)  or  wet  weather, 
thus  kee])ing  the  circuit  (hosed  continuously  and  ])reventing  any 
o])eration  of  any  kind. 

He  at  once  cast  aside  this  open  rail  circuit  idea  as  fruitless, 
and  having  ])reviously,  in  1869-70,  used  the  short  (arcuiting  ]u-in- 
ciple  in  his  model,  as  above  stated,  he  ('onclnded  that,  this  prin- 
ci])le  x)resented  the  only  ])ossible  solution  of  the  problem. 

He  then  made  drawings  of  the  closed  rail  circuit  system  snb- 


13 


stantially  as  it  is  used  today,  and  in  1871  applied  for  a patent 
thereon,  broadly  covering  the  closed  rail  circuit  system. 

In  1872  he  made  an  exhibition  of  this  system  at  the  State 
Fair,  held  at  Erie,  Pa.  Here  he  placed  a large  gong  on  the  end 
of  one  of  the  buildings,  on  the  outside,  and  inside  he  had  a track 
made  in  sections  placed  in  a long  water  tank  made  for  the  pur- 
pose. The  track  was  covered  several  inches  deep  with  water 
and  the  running  gear  of  the  car  model  was  similarly  immersed^ 

The  system  was  connected  on  the  short  circuit  principle 
through  the  rails.  Wires  connected  the  gong  with  the  back  con- 
tact of  the  track  relay. 

The  water  had  no  perceptible  effect  on  the  operation  of  the 
apparatus,  and  when  the  car  was  run  on  the  signal  section  it 
short  circuited  the  current  from  the  relay,  which,  releasing  its 
armature,  closed  circuit  through  its  back  contact  and  thus 
through  the  magnet  of  the  gong  circuit,  thus  setting  the  gong 
linging  loud  enough  to  be  heard  all  over  the  grounds. 

On  running  the  car  otf  the  section  the  current  returned  to 
the  relay  energizing  the  same  and  thus  opening  the  gong  circuit 
at  the  back  contact  of  the  relay,  thereby  causing  the  gong  to 
cease  ringing. 

The  whole  operation  was  perfect,  demonstrating  the  success- 
ful operation  of  the  closed  circuit  system,  and  attracted  great 
crowds  of  people  as  well  as  the  marked  attention  of  practical 
railroad  men. 

It  will  be  understood,  of  course,  that  the  local  circuit  may  be 
ncoinally  open  as  above  described  and  used,  or  normally  closed 
as  now  commonly  used,  according  to  the  exigencies  or  require- 
ments, or  ])references  of  the  parties  using  the  same,  and  when 
desired  a visual-  signal  may  be  substituted  for  the  audible  sig- 
Jial  above  described.  These  are  all  minor  details  not  involving 
separate  invention. 

Mr.  Robinson  had  previously  explained  the  new  closed  rail 
circuit  system  to  Mr.  Baldwin  who  was  greatly  interested  and 
expressed  his  confidence  in  it  and  requested  Mr.  Robinson  to 
install  the  system  at  Kinzua,  where  he  had  already  installed  the 
open  circuit  wire  system. 

As  all  the  signal  apparatus,  relays,  batteries,  office  switches 


14 


and  overlapping  devices  were  already  in  operation  there  it  took 
but  a short  time  to  convert  this  open  circuit  system  into  a closed 
rail  circuit  system. 

The  first  experiments  proved  conclusively  that  the  system 
would  wmrk.  The  track  however  w^as  in  a fearfully  unsuitable 
condition  for  the  purpose.  The  light  rails  were  fisiied  together 
by  a four  foot  wooden  bar  on  the  outside,  and  a twelve  inch  fisTi 
plate  on  the  inside.  There  were  two  holes  through  the  iron  fish 
plate,  allowing  one  bolt  for  each  rail  and  four  holes  through  the 
wooden  bar,  twm  for  each  rail.  How^ever,  with  a little  care  we 
managed  to  get  the  current  working  through  the  whole  length  of 
the  section  about  a mile  and  a (quarter  in  length. 

r was  evident  however  that  on  such  a section  as  this  a rail 
bond  of  some  kind  would  be  necessary  for  reliable,  continuous 
service,  and  here,  at  this  time,  in  1872  Mr.  Itobinson  conceived 
the  invention  of  the  bond  wire  method  of  electrically  connecting 
the  rails,  now  in  universal  use,  or  its  equivalent,  on  every  elec- 
tric railway,  throughout  the  world,  using  the  rails  for  a return. 


Fig.  1. 


Robinson’s  Closed  Rail  Circuit  System. 

Philadelphia  & [Erie  Railroad,  1872. 

As  it  had  been  determined  to  lay  new  rails  at  Kinzua  another 
installation  of  the  closed  rail  circuit  system  w-as  ordered  and 


15 


iiiiiiiediately  made  at  Irviueton,  Pa.  This  signal  is  illustrated 
in  Figure  1. 

It  will  he  observed  that  the  above  installation,  like  tliat  at 
Kinziia,  not  only  displays  a visual  block  signal,  but  also  oper- 
ates in  connection  therewith  a loud  gong  which  has  been 
easily  heard  at  a distance  of  a half  mile,  and  was  really  heard 
hy  passengers  in  trains  passing,  with  closed  windows.  An  engi- 
neer could  not  possibly  pass  without  hearing  it. 

A wire  is  seen  at  the  upper  part  of  the  signal  box,  running 
out  to  the  right.  This  is  an  overlai)ping  signal  wire. 

A tell-tale  bell  was  also  placed  in  the  station,  indicating  the 
a.ctual  position  of  the  signal,  and  also  a manual  switch,  whereby 
the  agent  could  at  any  time  cut  off  or  short  circuit  the  track 
battery  and  expose  the  danger  signal  against  a train  and  in- 
stantly receive  a return  signal  when  the  danger  signal  was  ac- 
tually exposed. 

The  Irviueton  installation  worked  ])erfectly  from  the  first 
never  failing.  The  locomotive  engineers  were  delighted  with 
it  and  soon  gave  it  the  name  of  '‘The  old  reliable.’’ 

We  will  now  describe  ! 


TllF  ROBINSON  OLOSED  RAIL  CIRCUIT. 


Wm.  Robinson  1871,  Patented  in  France  iFeb’y  29, 
1872  and  United  States  August  20th,  1872  Re-  | 


issued  July  7th,  1874.  No.  5958.  j 

The  Robinson  closed  rail  circuit,  which  now  forms  the  basis, 
according  to  the  best  information,  of  every  efficient  automatic 
electric,  electro-pneumatic  and  electrically  controlled  fluid  pres- 
sure system  throughout  the  world,  is  illustrated  in  its  simplest 
form,  in  figure  2. 


16 


This  figure  shows  the  railroad  track  divided  into  sections,  a 
mile  more  or  less  in  length,  the  section  rails  being  insulated 
from  adjacent  sections.  A light  battery  has  its  terminals  con- 
nected to  the  opposite  rails  at  one  end  of  the  section  and  at  the 
other  end  a relay  magnet  has  its  terminals  connected  to  the 
o])posite  rails.  Thus  the  current  passes  through  the  whole 
length  of  the  section,  keeping  the  relay  on  continuously  closed 
circuit  and  magnetized  as  its  normal  condition.  The  relay 
thus  keeps  the  secondary  circuit,  which  directly  controls  the  sig- 
nal, normally  closed,  whereby  the  signal  is  normally  held  in  a 
position  indicating  safety. 

When  a train  enters  upon  the  section  the  wheels  and  axles, 
connecting  the  opposite  rails  thereof,  short  circuit  the  current 
from  the  relay,  which  instantly  releases  its  armature,  thus  open- 
ing the  signal  circuit.  The  signal  is  then  instantly  thrown  to 
tl:-e  danger  position  by  means  of  a counterbalance. 

The  signal  may  be  of  the  enclosed  disk  type,  electro-mechan- 
ical, electro  pneumatic,  electrically  controlled  gas,  or  of  any 
other  kind.  The  Robinson  patented  system  is  broad,  basic  and 
a generic  creation;  it  is  not  limited  to  any  specific  construction 
or  arrangement  of  signal  but  covers  all  kinds.  An  automatic 
signal  system  by  whomsoever  installed,  using  the  closed  rail  cir- 
cuit, is  the  Robinson  system,  and  no  company  or  individual  has 
miy  right  to  attach  any  other  individual  name  or  designation 
tlian  that  of  Robinson  to  such  system  in  a manner  indicating  that* 
the  system  is  the  invention  of  any  other  party  than  Robinson. 
Such  appropriation  of  Robinson’s  credit  and  reputation  as  a 
creative  and  generic  inventor,  and  original  discoverer  and  ap- 
plier  of  a new  and  previously  unknown  principle  of  immense 
importance  and  value,  is  undoubtedly  actionable. 

In  exi)Ounding  the  early  history  of  the  art  of  automatic  sig- 
naling the  following  photographic  rei)roductions  from  some  of 
Robinson’s  early  circulars  and  patents,  will  be  of  interest. 

The  following  sections  on  Oukvp],  Tunneu,  Station,  Switch 
and  Dkaw-Bridge  Signals  are  a photographic  reproduction  from 
a circular  issued  by  Mr.  Robinson  in  1870 : 


17 


CURVE  AND  TUNNEL  SIGNALS. 


A train  approaching  a curve  will  throw  up  a red  signal  around  the  curve  as  a warning  to  trains  from  the  opposite 
directionj  and  will  also  exhibit  a signal  in  its  rear.  Thus,  collisions  from  front  or  rear  are  guarded  against.  These  signals 
may  be  used  throughout  the  whole  extent  of  a road. 

In  entering  a tunnel  a train  will  exhibit  a signal  at  the  other  end  to  indicate  its  entry,  and  when  it  gets  through  it 
will  lower  the  signal  and  ring  a boll  at  the  opposite  end  to  indicate  its  exit. 

STATION  SIGNALS. 

A train  w'hen  it  leaves  a station,  and  at  various  points  as  it  passes,  will  indicate  to  the  stations  along  the  line,  its 
Location,  Direction,  Rapidity  and  Length.  Thus  all  necessary  information  regarding  moving  trains  will  be  automatically 
announced  every  few  minutes  at  the  stations. 

SWITCH  AND  DRAW-BRIDGE  SIGNALS. 

If  a switch  or  draw-bridge  is  mi.splaced  an  approaching  train  will  set  an  alarm  ringing  at  the  station  and  will  also 
exhibit  a red  signal  ahead  of  the  train  as  a warning  to  the  engineer  that  the  switch  is  misplaced. 

The  folloYfing  heading  and  sections  are  photographic  repro- 
ductions of  parts  of  a circular  issued  by  Mr.  Robinson  at  the 
lime  of  its  date,  ‘‘September,  1872.” 

It  will  be  observed  that  certain  of  these  sections  are  the  same 
as  above  reproduced  from  the  circular  of  1870. 

It  will  be  noted  also  that  the  description  of  the  system  begun 
rfter  the  heading  is  not  here  completed,  for  the  reason  that  a 
full  description  is  found  elsewhere  in  this  history. 

RCIBmSOW’'S  IMPROVKD  SYSTEMS 


OF 


For  Switches,  Draw-bridges,  Crossings,  Curves,  Cuts,  .and  Tunnels;  also,  to  indicate 
the  Location,  Direction,  Rapidity,  and  Length  of  Trains. 


IMPORTANT  IMPROVEMENTS.— ELECTRIC  SIGNALING  WITHOUT  TRACK  IN- 
STRUMENTS, OR  LINE  WIRES. 

TME  NEW  SYSTEM. 

The  opei'ation  of  this  system  is  asfolloWs:  A railroad  track  is  divided  iuto  sections  of  any  desired  length,  say 
one  mile,  more  or  less,  by  separating  the  abutting  rails  from  metallic  contact  with  the  adjacent  sections,  bat  pre- 
seizing  metallic  continuity  throughout  the  length  of  the  section.  The  insulation  of  the  abutting  rails  is  accomplished 


18 


CURVE  AND  TUNNEL  SIGNALS. 


A train  approaching  a curve  tlirovvs  up  a red  signal  around  the  curve,  as  a warning  to  trains  t’roiu  (he  opposite 
direction,  and  also  exhibits  a signal  in  its  rear.  Thus,  collisions  from  front  or  rgar  are  guarded  against.  These  sig- 
nals may  be  used  throughout  the  whole  extent  of  a road. 

In  entering  a tunnel  a train  exhibits  .a  signal  at  (be  other  end  to  indicate  its  entry,  and  when  it  gets  through  it 
exhibits  a signal  at  the  opposite  end  to  indicate  its  exit. 

STATION  SIGNALS. 

A train  wlien  it  leaves  a station,  and  at  various  j)oin(s  as  it  passes,  indicates  to  the  stations  along  the  liiie,  its 
Location,  Direction,  Rapidity,  and  Length.  Thus  all  necessary  information  regarding  moving  trains  is  automaticallv 
announced  every  few  minutes  at  the  stations. 

The  })atteries  for  operating  the  signajs  will  la.st  for  months  without  attention,  and  one  man  can  readily  attend 
to  all  the  signals  and  batteries  throughout  the  whole  extent  of  a road. 

In  all  cases,  where  practirable,  the-eignal  wire  should  be  carried  through  the  coils  of  a bell-magnet  in  the  nearest 
office.  By  this  means  the  operator  is  informed  when  the  battery  power  is  decreasing,  and  warned  that  it  rcfpures 
renewing. 

Office  connections  can  be  made,  when  desired,  so  that  the  signals  may  be  o])eratcd  by  a telegraph  key  from  the 
office,  as  well  as  by  passing  trains. 

The  signal  wires  may  be  tapped  at  intervals  all  along  the  line,  and  led  into  small  cast  iron  boxes  placed  con- 
veniently on  the  telegraph  poles.  Conductors  of  all  trains,  furnished  with  keys  to  these  boxes,  can,  in  case  of  special 
accident,  go  to  the  nearest  box,  touch  a key  within  the  same,  and  thus  set  danger  signals  at  some  distance  in  front 
and  rear  of  their  trains.  The  telegraph  keys  in  these  boxes  not  only  set  the  danger  signals  as  described,  but  they 
iso  place  the  said  signals,  for  the  time  being,  entirely  out  of  coiitrol  of  moving  trains. 

THE  CLOSED  CIRCUIT. 

The  new  system,  as  described,  with  closed  circuit,  is  the  best  ever  devised  for  “block-signaling,”  since  the  fail- 
ure of  the  battery  through  neglect  or  otherwise,  cannot  possibly  be  productive  of  disastrous  results  to  the  train, 
however  implicitly  the  signals  may  be  relied  on. 

From  ~the  French  of  Feb.  IS’lTS  [ Translation']. 

88th  claim.  “ Connecting  a battery  85,  and  a magnet  M5  with  the  rails  nO,  &9,  of  a section  of  railroad  track  C5  in  such  a 
manner  that  when  said  rails  are  joined  by  a metallic  bridge,  the  elecuic  current  wi'l  be  diverted  from  the  magnet  M5,  but  so  that 
wnen  sard  bridging  device  is  removed  from  said  section  C5  the  electric  current  will  be  free  to  pass  through  and  charge  the 
magnet  M5.” 

93d.  “A  signal  or  signals  audible  or  visual  in  combination  with  the  battery  Bo  and  the  rails  of  a railroad  track,  the  whole 
being  arranged  to  actuate  the  signal  or  signals,  substantially  as  described.” 

St.  Petersi’.uk(;,  Clarion  County,  Pa.,  September,  1872. 

Tt  will  be  observed  that  soirie  of  the  foregoing  sections  refer 
to  the  open  circuit  system,  some  specifically  to  the  closed  circuit 
system  and  some  are  applicable  to  either  or  both. 

The  following  is  a photographic  reproduction  of  a postal  card 
issued  and  distributed  broadcast  by  Mr.  Eobinson  at  the  time 
of  its  date,  ^^May  1873.”  It  needs  no  comments. 


19 


WIRELESS  ELECTRIC  SIGNALS, 

THE  SIMPLEST,  CHEAPEST,  and 

Oi  AlsoMely  SAFE  Electric  Sipils  ii  Eileteice, 

^OW  IN  SUCCESSFUL  OPERATION  ON  THE 

BALTIMORE  AND  OHIO, 

PHILA.,  WILMINOTON  Sc  BALTIMORE, 
PHILADELPHIA  AND  ERIE, 

AND  OTHER  RAIL  ROADS. 

They  work  as  automatic  blocks  with  tell-tale  alarms,  officb,  station,  road  cbossino 
and  SWITCH  signals,  and  BROKEN  RAIL  DETECTORS.  These  signals  have  worked 
uninterruptedly  through  last  winter  regardless  of  rain,  snow,  slush  or  sunshine. 

Descriptive  circulars  on  application. 

Mat  1873.  WM.  ROBINSON,  St*  Peterslaiirg,  Pa.« 


The  following  cut,  Figure  3,  is  a pliotograpliic  reproduction 
from  an  illustrafion  on  a circular  dated  ‘‘January,  1874”  and 
issued  by  Mr.  Robinson  at  that  time. 


Pig.  3. 


Illustration  from  Robinson’s  Circular  of  “January,  IS74,”  showing  the  Closed 
Rail  Circuit,  Relay  and  Overlapping  System. 


It  is  pointed  out  that  the  above  illustration  of  Jan’y,  1874, 
shows  the  Robinson  closed  track  circuit,  as  heretofore  described, 
the  relay  R and  the  track  battery  I forming  a part  thereof,  the 
signal  actuating  magnet  E,  the  signal  C operated  thereby,  the 
circuit  wires  of  said  magnet  E connected  to,  and  controlled  by, 
the  relay  R,  and  the  overlapping  or  distant  signal  L,  with  its 
circuit  H controlled  absolutely  by  the  position  of  the  signal  0, 
the  whole  showing  a complete  closed  track  circuit  overlai)])ing 
system,  with  home  and  distant  signals. 

The  following  sections  are  from  this  circular  of  Januai\y, 
1874: 

“When  it  is  desired  to  operate  a secondary  signal  thrown 
forward  or  back  of  the  primary,  a line  wire  H is  used,  attached 
to  the  primary  signal  C in  such  a way  that  the  secondary  signal 
cannot  possibly  operate  unless  the  |)rimary  signal  C is  first  ex- 
posed, thus  closing  circuit  on  the  wire  H.  The  primary  signal 
battery  K is  used  also  to  operate  the  secondary  signal.” 

“To  set  the  signal  from  an  intermediate  station  a wire  from 
each  'rail  of  the  section  A is  run  into  the  station.  When  these 
wires  are  connected  by  a key,  the  current  from  the  battery 
I is  placed  on  short  circuit,  and  the  signal  exposed  as  before.” 
(See  fig.  7.) 

’“The  following  functions  may  be  embraced  in  the  signals  of 
a single  section.  BLOCK  SIGNALING,  both  automatic  and 
manipulated,  SWITCH,  DRAWBRIDGE,  ROAD-CROSSING, 
mid  STATION-APPROACH  SIGNALING,  and  BROKEN 
RAIL  DETECTING.” 

“In  this  system  it  will  be  obseiwed  that,  since  the  signal  is 
exposed  mechanically,  any  tampering  with  the  rails  or  connec- 
tions, or  failure  of  the  battery,  will  invariably  result  in  exposing 
the  signal;  any  error  therefore  which  may  occur  from  any  cause 
will  be  in  behalf  of  safety.  It  is  impossible  to  shoiv  safety  when 
the  danger  exists  which  the  signal  is  designed  to  avert 

During  the  early  seventies  Mr.  Robinson  made  other  closed 
rail  circuit  installations  on  the  Philadelphia  &:  Erie  and  other 
railroads  in  Pennsylvania  and  Maryland. 


21 


Visit  of  the  Pennsylvania  R.  R.  Officials. 

On  October  24,  1873,  a special  inspection  train  of  the  Penn- 
sylvania Kailroad  passed  over  the  Pliila  & Erie  Kailroad,  west- 
ward. The  Penna  K.  R.  officials  aboard  were:  Mr.  A.  J.  Cas- 
satt, at  that  time  General  Manager,  Mr.  Gardner,  General  Supt., 
Mr.  Lewis,  Controller,  Mr.  Robert  Pitcairn,  Supt.  W.  D.,  and 
Mr.  Frank  Thomson,  Supt.  M.  P 

Mr.  Win.  A.  Baldwin,  Gen.  Supt.  of  the  P.  & E.  road  was  of 
the  party^  and  Mr.  Robinson  joined  the  party  on  the  latter  road, 
and  continued  with  it  through  to  Erie,  which  was  reached  in  the 
evening. 

Stops  were  made  at  Ridgway  on  the  Middle  Division  and  at 
Irvineton  on  the  Western  Division  to  examine  the  Robinson 
closed  circuit  rail  system  of  signals  which  were  in  full  operation 
at  those  points.  A thorough  examination  and  various  tests  were 
made  to  all  of  which  the  signals  responded  promptly  and  per- 
fectly. 

I find  in  my  possession  a letter  which  I wrote  to  my  brother 
on  Ocf.  25,  1873,  the  day  after  the  above  trip,  giving  some  ac- 
count of  it. 

While  it  is  a private  letter  from  one  brother  to  another,  with- 
out any  thought  of  its  being  preserved  even,  I do  not  think  there 
is  any  impropriety  in  giving  the  following  brief  interesting  ex- 
tracts from  it,  at  this  distance  of  time : 

^‘Mr.  Baldwin  could  not  say  enough  in  favor  of  the  signals” 
j remained  in  the  background,  except,  as  to 
giving  explanations.  After  a while  Cassatt,  Pitcairn  and  Thom- 
son got  into  a discussion  of  the  battery  and  other  points,  and 
called  me  into  the  ring  to  enter  into  the  discussion,  and  it  was 
(piite  animated  for  some  time.  Pitcairn  proceeded  to  give  his 
ideal  of  wliat  a signal  should  be,  and  Mr.  Baldwin  and  the  rest 
proceeded  to  show  him  that  this  then,  was  exactly  his  ideal.” 

^‘Mt*.  Gardner,  after  learning  modus  operandi  from  diagrams 
<fec.  proceeded  to  lay  down  the  law  to  the  rest,  demonstrating  how 
they  would  have  those  accidents.’  ” 

‘‘They  were  all  very  much  pleased  with  the  signals  hut  their 
operation  seemed  sucli  a surprise  that  I judge  it  will  take  them 

22 


several  days  to  think  over  and  realize  the  actual  operation  and 
importance  of  the  thing.” 

It  seemed  to  be  the  understanding  after  this  inspection  that 
the  P.  B.  R.  officials  would  instal  this  Robinson  system  on  the 
Pennsylvania  R.  R.  main  line.  I , called  on  the  proper  officials 
several  times  afterwards — was  always  received  courteously  and 
had  fair  promises  of  introduction.  Finally  these  promises  were 
kept,  and  the  Robinson  automatic  system  was  introduced  on  the 
Pennsylvania  road, — a dozen  or  fifteen  years  afterwards,  and 
after  the  control  of  the  system  had  passed  out  of  Robinson’s 
hands. 


ROBIMSON’S  WORK  IN  NEW  ENGLAND. 

■ i ! I 

In  December,  1875,  Mr.  Robinson  went  to  Boston  and  took  up 
his  residence  there. 

In  January,  1876,  he  made  an  installation  of  his  closed  rail 
circuit  system  between  Elm  Street  and  North  Avenue,  West 
Somerville,  on  a branch  of  the  Boston  and  Lowell  Railroad. 
This  installation  worked  perfectly  from  the  beginning. 

The  Emperor  of  Brazil  Examines  the  Robinson  Signal  System. 

^ I 
In  June,  1876,  His  Imperial  Majesty,  Dom  Pedro  II,  Emperor 

of  Brazil  being  then  in  Boston,  graciously  accepted  an  invitation 
from  Mr.  Robinson  to  examine  his  Wireless  Signal  System  in 
operation  on  the  Boston  & Loweil  Railroad.  Accordingly,  on 
June  II,  they  proceeded  together  by  special  train  to  West  Som- 
erville for  the  purpose. 

The  following  is  an  account  of  the  visit,  from  the  Boston 
Post  of  June  15,  1876: 

”I)()M  PEDRO  II. 


”Hts  Majesty  Witnesses  tije 


Operations  of  Railroad  Signals. 


‘‘Though  the  visit  of  His  Majesty,  the  Emi)eror  of  Brazil,  to 
this  (‘ity  has  been  a brief  one,  yet  it  is  nmt  hazardous  to  say  that 
no  other  crowned  head  or  re])resentative  of  royalty  who  has 
evei-  ai)])eared  in  Boston  has  more  Oosely  ins])ected  the  ])la('es 
where  centre  arts,  sciences  and  manufactures  than  he. 


23 


In  compliance  with  an  invitation,  the  Doni  proceeded  yester- 
day morning  to  witness  the  workings  of  Jlohinson’s  Wireless 
Signal  System,  now  in  operation  on  a portion  of  the  Lowell 
Lailroad.  The  Emperor  and  several  members  of  his  suite  took 
IKissage  on  hoard  a special  train  on  the  Lowell  Eailroad  Boon 
after  8 o’clock  yesterday  morning  and  arrived  at  the  West  Som- 
erville station  about  8:30,  where  they  were  met  by  Professor 
Pobinson,  who  at  once  began  to  explain  to  the  royal  p>arty  his 
system.  At  Elm  street  a large  visual  signal  is  placed  which  is 
controlled  by  the  current  from  a single  cell  of  a battery  con- 
nected with  the  rail  sections  at  North  Avenue,  no  line  wires 
whatever  being  used.  While  the  Emperor  watched  the  signal 
at  Elm  Street  trains  were  run  over  the  wdiole  length  of  the  sig- 
nal section  in  both  directions.  As  soon  as  the  train  entered 
u])on  the  section  at  either  end  the  signal,  without  a moment’s 
delay,  showmd  the  track  ‘‘blocked,”  and  when  the  train  passed 
off  the  section  it  instantly  changed  the  signal  to  “all  clear.” 
Then  a rail  was  torn  u]),  and  almost  instantly  thereafter  the 
signal  denoted  “danger”  and  remained  so  until  the  rail  was 
restored  and  ])roi)erly  coupled  up,  wdien  it  as  (juickly  changed 
to  “all  right.”  Mr.  Robinson  gave  various  other  demonstra- 
tions illustrating  the  wmrking  of  the  system.  To  all  the  tests 
the  signal  instantly  responded.  His  Majesy  wms  much  inter- 
ested, and  entered  into  a somewhat  lengthy  discussion  with 
Professor  Robinson  in  regard  to  the  operations  which  he  had 
wdtnessed.  The  Emperor’s  questions  displayed  i)rofound  scien- 
tific knowledge,  and  he  fully  conqu'eliended  the  system.  At  the 
conclusion  of  the  experiment  Doni  Pedro  tlianked  Professor 
Robinson  for  his  kindness  in  explaining  and  illustrating  his  sys- 
tem, and  invited  him  to  communicate  with  the  Brazilian  Govern- 
ment  wdtli  a view^  to  introducing  the  system  in  Brazil.  On  the 
return  of  the  |)arty  to  the  Lowell  depot  in  Boston,  the  Empero]* 
was  received  with  great  applause,  which  he  ])olitely  acknowd- 
edged  by  waving  his  hat.” 

It  will  be  interesting  to  note  that  on  June  11,  1876,  the  day 
the  Emperor  inspected  the  Robinson  Signal  System  at  West 
Somerville,  the  battery  had  been  in  operation  exactly  180  days 
without  any  attention  whatever  except  that  on  two  occasions  a 


24 


little  water  liad  been  added  to  make  u})  for  evaporation,  the 
signal  working  perfectly  all  that  time  and  the  ])atter}  with  full 
strength. 

The  following  is  from  a report  on  the  above  signal  by  the 
Station  Agent  at  Kim  St.,  dated  dime  2,  1877,  eighteen  months 
after  it  had  been  installed. 

‘‘liohinson’s  Electric  Signal  at  this  place  has  been  working 
iminteiTuptedly  since  it  was  first  pnt  in  operation.  * * * The  sig- 
nal is  entirely  reliable.’^ 

The  above  signal  continued  to  work  perfectly  for  a ninnher  of 
years  until  the  signal  post,  v/hich  was  of  wood,  rotted  down. 

The  signal  mechanism  used  on  the  Eohinson  signal  at  Kim 
street  was  of  the  electro-mechanical  type. 

Kigure  4 is  a half  tone  of  the  identical  signal  mechanism  in 
o])eration  there  when  tlie  Kmperor  of  Brazil  examined  the  sys- 
tem with  Mr.  Robinson,  on  dime  14,  1876. 


Fig.  4a. 


Robinson’s  i^lectro  Mechanical  Signal  in  Operation  at  West  Somerville 
when  Inspected  by  the  l^mperor  of  Braijil  in.  1876. 

It  is  ])ointed  out  that  the  above  signal  mechanism  Kig  4, 
shows  a battery  or  pole  changing  attachment  which  is  more 


25 


clearly  shown  in  Fig  4a,  reproduced  from  Robinson’s  British 
jjatent  No.  3479  of  Aug.  29,  1879. 

In  this  device  the  movement  of  the  cam  not  only  changes 
the  battery  but  changes  the  polarity  through  the  magnet 
which  may  be  placed  anywhere  and  used  for  any  puryjose. 

A special  device  for  the  same  purpose  was  used  not  only  in 
connection  with  the  relay  on  the  West  Somerville  signal,  but  on 
many  others  installed  by  Mr.  Robinson. 

This  battery  and  ])ole  changing  device  is  more  fully  described 
in  Robinson’s  IT.  S.  patent,  August  25,  1874,  No.  154,520,  Auto- 
matic Commutator;  Application  filed  July  18,  1873. 

ddie  following  extract  therefrom,  and  claim,  may  be  interest- 
ing: 

A ‘it  will  be  observed  also,  tliat  while  the  actual  change  of 
battery  may  be  caused  to  take  place  when  the  magnet  attracts 
its  armature,  yet  I prefer  to  arrange  it  so  that  no  cliange  of 
connections  shall  take  place  when  the  armature  is  attracted, 
the  actual  change  taking  place  only  during  the  reverse  move- 
ment of  the  armature,  caused  by  the  retractile  force  of  the 
spring.  Furthermore,  when  desired,  the  batteries  may  be  so 
connected  in  circuit  that  reverse  currents  shall  be  passed 
through  the  magnets  every  time  the  batteries  are  changed.’^ 

Claim  2.  ‘Mn  combination  with  the  electro-indgnetic  commu- 
tator having  the  described  circuit  connections,  the  rail  sections 
A 'A*,  the  one  closing  the  circuit  through  the  commutator,  and 
thereby  determining  the  battery  to  be  connected  to  the  other 
rail  section,  substantially  as  and  for  the  purposes  set  forth.” 

It  must  be  admitted  that  there  does  not  seem  to  be  a very 
long  step  between  the  disclosures  of  this  ] latent  and  the  present 
method  of  operating  a distant  signal  by  reversing  current 
through  a rail  section. 

Tt  will  he  observed  that  in  this  patent  one  rail  is  used  as  a 
return  for  a ])lurality  of  batteries  connected  to  independent 
o])posite  rail  sections. 

In  an  autograph  letter  addressed  to  the  author  hy  Professor 
Henry,  Sec’y.  of  the  Smithsonian  Institution,  under  date  of 
Oct.  14,  1875,  the  Professor  discusses  Robinson’s  peculiar 
method  of  using  batteries  in  signaling  by  which  he  obtained 


26 


the  above  wonderful  durability  of  180  days  or  more  without 
renewal,  and  pronounced  the  results  obtained  “very  remark- 
able.” His  discussion  of  the  subject  is  somewbat  suggestive 
of  the  principles  of  the  storage  battery. 

Switches. 

In  1876,  7 and  8 Mr.  Kobiusou  made  a number  of  installatioiis 
on  the  Boston  and  Providence,  Old  Colony  and  the  Boston, 
Lowell  and  Nashua  Railroads. 

On  the  latter  road,  at  the  Wilmington  Junction,  be  equipped 
two  parallel  sections  of  the  double  track,  including  six  switches 
in  this  short  space,  five  of  them  connected  with  one  of  the  blocks. 
These  sections  were  arranged  as  regular  closed  circuit  blocks, 
operative  under  the  moving  trains.  The  switches  were  also 
connected  up  in  such  a way  that  every  switch  had  to  be  closed 
and  locked  for  the  main  line  or  the  danger  signal  would  be  ex- 
posed against  approaching  trains.  This  installation  was  made 
in  1876. 

The  switch  connection  applied  to  these  switches  is  shown  in 
Pig.  5 and  a general  plan  of  the  same  is  illustrated  in  Pig.  6. 
Both  of  these  figures  are  rei)roductions  from  Robinson’s  afore- 
said British  j)atent  of  1879. 


It  will  be  obseved  that  when  the  switch  is  on  the  main  line 
tlie  wires  7,  8 are  connected  by  the  ping  6 on  the  swit(*li  (*on- 
iiection,  thus  com])leting  a working  circuit  thi-ongli  the  rails 


27 


and  around  tlie  switch,  but  when  the  switch  is  placed  for  a sid- 
ing the  wires  7 and  9 are  connected  by  the  plug  5,  thus  short 
circuiting  the  current  from  tlie  magnet  M,  thus  producing  the 
same  effect  as  would  the  ])resence  of  a train  on  the  section.  It 
is  always  better  to  short  circuit  the  current  rather  than  trust 
to  the  mere  opening  of  circuit  since  short  circuiting  is  sure  to 
produce  instantaneous  results. 

It  will  be  observed  however  that  in  the  above  case  the  move- 
jnent  of  the  switch  connection  both  opens  the  rail  circuit  and 
short  circuits  the  current  from  tlie  relay. 

It  may  be  here  stated  that  Mr.  Robinson  equipped  three 
switches  in  one  closed  circuit  block,  in  the  manner  described 
above,  on  the  Ihiiladelphia  and  Erie  Railroad  in  1873. 


1'. 

"JR. 

2 i 

T 

1 f 

— 

Fig.  7. 


Pig.  7,  from  Robinson’s  English  Patent  of  1879,  aforesaid, 
shows  the  switch  G arranged  to  operate  the  signal  by  hand  from 
an  office,  station  or  telegraph  jiost  by  the  roadside,  as  hereto- 
fore described. 


Drawbridges. 

About  the  time  he  made  the  A¥ilmington  installations  above 
described  Mr.  Robinson  made  an  installation  of  his  system  also 
on  the  Old  Colony  Rail  Road,  in  which  one  block  signal  section 
at  Somerset  included  a drawbridge.  He  included  the  track 
rails  of  the  drawbridge  in  the  track  circuit  in  such  a way  that 
Hie  withdrawing  or  loosening  of  any  one  of  the  bridge  lock- 
bolts  would  dis})lay  the  danger  signal,  which  remained  exposed 
until  the  bridge  and  its  lock-bolts  were  all  restored  to  their  nor- 
mal condition  insuring  safety. 


28 


Tunnels. 


Long  wet  tunnels  present  peculiar  difficulties  to  the  reliable 
operation  of  the  rail  circuit;  and  yet  these  difficulties  are  readily 
overcome  by  including  one  or  more  additional  relays  in  the 
signal  section,  as  shown  in  Fig.  8,  which  illustrates  the  appli- 
cation of  the  Eohinson  track  circuit  system  as  applied  to  the 
T’ehuantepec  Tunnel  in  California. 

Mr.  Eohinson  forwarded  the  signals  and  necessary  instruc- 
tions, and  the  installation  was  made  by  Mr.  Steihien  I).  Field, 
Sec’y.  of  the  Electrical  Construction  and  Maintenance  Co.  of 
San  Francisco. 

Fig  8 is  a photograx)h  from  a sketch  made  by  Mr.  Field  in  a 
letter  dated  San  Francisco,  March  21st,  1877,  addressed  to  Mr. 
Eohinson : 

In  this  letter  Mr.  Field  says:  am  just  in  the  receipt  of 

yours  of  the  12th.  I had  anticix)ated  your  diagram  and  have 
the  signals  arranged  as  you  show. 

use  the  system  connected  ipj  as  follows: 


‘Mn  the  tunnel  the  rails  are  buried  in  wet  mud;  outside  no 
moisture  touches  them  for  six  months  of  the  year.” 

It  will  he  noted  that  in  the  above  case  the  signal  section  is 
two  miles  long,  the  tunnel  being  one  mile  long,  with  its  rails 


29 


''buried  in  wet  mud,”  and  the  seetion  extending  one-lialf  mile 
at  either  end  of  the  tunnel.  An  extra  relay  and  battery  are 
placed  in  the  center  of  the  section  connected  u])  as  shown. 
Thus,  where  conditions  recjuire,  a signal  section  may  be  divided 
up  into  a number  of  sub-sections. 

Later  advices  showed  that  the  above  signals  worked  per- 
fectly and  gave  entire  satisfaction. 

Insulated  Joints. 


In  l(S7l^  and  early  seventies  Mr.  Robinson  insulated  the  rail 
joints  to  form  the  sections  by  wooden  bars,  substantially  as 
shown  in  Pig.  9. 


Fig.  9. 


Fig.  10. 


In  1876  and  later  he  usually  insulated  the  joints  as  shown  in 
Figure  10,  using  the  Fisher  & Norris  Trussed  Joint  as  a basis. 
Vulcanized  fiber  is  placed  between  the  bottom  of  the  rail  ends 
and  the  base  plate,  and  fiber  is  placed  between  the  flanges  of 
the  rails  and  the  forelocks,  and  fiber,  the  shape  of  the  rail  sec- 
tion is  placed  between  the  ends  of  the  adjacent  rails,  all  as  shown 
in  Pig.  10.  This  makes  an  excellent  insulated  joint,  both  me- 
'chanically  and  electrically. 


Rail  Bonding. 

lliw  rust  forming  between  the  fish  plates  and  the  rails  of  'the 
track,  at  the  joints,  makes  a poor  conductor,  and  hence  the  low 


30 


current,  from  only  one  or  two  cells  of  1)attery  used  in  the  rail 
circuit  for  signaling  is  very  lial)le  to  find  sufficient  resistance 
at  the  joints  from  this  cause  to  ])revent  the  continuous  passage 
of  the  current  throngli  the  rails  to  tlie  relay. 

j\lr.  llobinson  discovered  this  difficulty  in  his  first  ext)erinients 
in  rail  signaling  in  1872  and  the  necessity  for  making  a reliable 
electrical  connection  from  rail  to  rail  in  order  to  insure  the 
reliability  of  his  closed  circuit  signal  system. 

As  heretofore  stated,  therefore,  lie  af  that  time  conceived  the 
invention  of  the  bond  wire  Fig.  11,  for  this  ])ur|)ose,  the  (*on- 
nection  to  be  made  by  drilling  holes  in  the  adjacent  rails,  driv- 
ing the  ends  of  the  wires  tightly  into  these  holes,  and  making  the 
connectiou  so  close  that  there  would  be  no  room  for  moisture  to 
penetrate  or  rust  to  form.  And  as  an  alternative  form  he  pro- 
posed to  secure  the  ends  of  the  wii'e,  or  of  a plate,  to  the  ad- 
jacent rails  by  soldering,  as  shown  in  Fig.  12. 

In  those  early  days  there  were  serious  technical  objections  to 
both  of  these  methods. 

First:  The  difficulty  and  expense  of  boring  holes  in  all  the 
rails  of  the  section  and  connecting  them  up,  and  the  difficulty 
of  getting  the  railroad  company  to  consent  to  such  an  innova- 
tion to  test  what  at  that  time  might  be  regarded  as  an  experi- 
ment, and 

Sexond:  Soldering  seemed  impiracticable  on  account  of  the 
difficulty  of  lieating  up  the  rail  (piickly  enough  at  the  required 
point. 

Mr.  Eobinson  therefore,  post]mned  the  application  of  the  bond 
wire  until  he  could  secure  better  facilities  for  applying  and 
using  it. 

He,  meantime,  experimented  along  other  lines  however  for 
the  purpose  of  securing  good  electrical  connection  l)etween  ad- 
jacent rails  without  boring  holes  tlierein.  One  of  these  methods 
was  very  successful.  It  (‘onsisted  in  the  use  of  elastic  split 
springs  having;  their  ends  resting  on  the  flanges  of  the  adjacent 
rails,  and  held  in  place  by  small  blocks  secured  to  the  ties.  The 


31 


passing  of  a train  depressing  tlie  rails  sliglitly  (aiused  a sliglit 
frictional  movement  between  tlie  rails  and  the  si)rings,  thus 
l)reserving  good  electrical  contact. 

In  the  West  Somerville  installation,  near  Boston,  made  in 
January,  1876,  as  heretofore  described,  Mr.  Robinson,  used  the 
bond  wire  shown  in  Fig.  11.  In  applying  this  holes  were  bored 
in  the  rails,  and  the  wire,  fitting  the  holes  as  closely  as  possible, 
were  forced  in.  A semi-circular  punch  was  then  carefully  used 
to  set  the  metal  up  close  around  the  wire. 

There  has  been  no  better  bond  wire  devised  since  then  except 
in  mechanical  construction.  Bonds  of  various  designs  have  been 
made  heavier,  and  with  heavier  end  plugs  for  mechanical  con- 
nection to  tlie  rails. 

These  are  good  features  as  they  render  the  bond  less  liable 
to  breakage,  and,  as  is  well  known,  for  electric  railroading  they 
should  be  much  heavier  than  required  in  signaling,  for  the  sake 
of  conductivity. 

A bond  wire,  to  get  best  results,  should'be  homogeneous,  made 
of  a single  piece  of  metal,  or  if  made  of  several  pieces,  all  the 
pieces  should  be  welded,  or  at  least,  soldered  together.  They 
should  be  of  sufficient  length  to  insure  flexibility  without  dis- 
turbing the  connection  if  the  rails  vshould  move  relatively  to 
each  other,  and  the  whole  circumferential  surface  of  the  plug 
end,  or  its  equivalent,  when  ])ossible,  should  be  in  the  closest 
possible  direct  contact  with  the  rail,  that  is,  the  bond  plug  should 
make  connection  with  the  rail  as  nearly  as  possible^ — homogene- 
ous. Welding  would  be  the  ideal  connection  ])ut  it  is  not  always 
practicable. 

The  reason  for  the  above  is  obvious:  that  there  should  be  no 
room  left  between  the  bond  and  rail  for  rust  to  form.  It  fol- 
lows then  that  a bond  held  in  position  by  an  independent  plug 
which  renders  it  necessary  for  the  current  to  pass  from  the 
bond  to  the  intermediate  plug  and  from  that  plug  to  the  rail, 
is  not  the  best  form  of  bond,  for  the  reason  that  it  presents  a 
double  surface  on  which  rust  may  form. 


32 


Figs.  11  and  12  show  Robinson’s  bond  wires  and  strips  of 
1<S72.  figure  12  showing  the  bond  soldered  to  the  rail.  * ' 

In  187G,  7 and  8 be  used  on  various  roads  in  the  vicinity  of 
Boston,  the  bond  shown  in  figure  11.  In  1876  be  used  on  the 
]F)ston  and  Providence  road  the  bond  shown  in  figures  11,  13 
and  l-f. 


m' 

7-^ 

u IT  ^ 

k 

u u 

//. 

r 

HU 

qJ 

■Jb 

1 

r 

Fig:-  15.  Fig.  !6. 

In  tlie  form  shown  in  figure  13  boles  are  bored  through  the 
upper  ends  of  the  plugs,  which  w^ere  slightly  tapering.  The  wire 
was  forced  through  these  holes,  and  the  wire  and  plugs  were 
then  soldered  together  with  hard  solder.  The  plugs  being  ma- 
terially larger  than  the  wire  could  readily  be  driven  home  with 
a good  deal  of  force,  thus  insuring  an  excellent  electrical  con- 
nection without  endangering  the  wire. 

In  Robinson’s  British  patent  No.  3479,  of  August  29,  1879, 
aforesaid,  he  illustrated  the  form  of  bond  shown  in  figures  15 
and  16,  which  is  an  equivalent  of  that  shown  in  figure  14,  used 
by  him  in  1876. 

Mr.  Robinson  claimed  the  bond  wire  broadly  in  this  British 
patent,  in  the  following  claims  : 

10.  ‘‘Tlie  wire  in  eomhination  with  the  rails  IF,  B^,  and 
securely  fastened  thereto,  for  the  ])urpose  described. 

33 


11.  “Ill  combination  the  wire  A^,  the  rails  and  the 

rivets  a^,  the  whole  arranged  substantially  as  described  for 
the  purpose  of  securing  electrical  continuity  between  said  rails.” 

The  above  is  believed  to  be  the  first  disclosure  of  means  for 
electrically  connecting  rails  by  a bond  wire  in  any  patent,  ah 
tbough  Robinson  had  disclosed  it  to  various  parties,  and  used 
it  on  installations  years  before. 

On  the  subject  of  rail  bonding  the  following  bit  of  evidence 
may  be  of  interest: 

In  a letter  dated  Baltimore,  October  29,  1874,  addressed  to 
Mr.  Robinson  by  Mr.  J.  H.  C.  Watts,  of  Watts  & Co.,  manufac- 
turers of  Robinson’s  signal  apparatus,  he  says: 

“Am  afraid  your  idea  of  soldering  a strip  of  copper  to  the 
rails  will  ])rove  very  troublesome  in  carrying  out,  as  it  is  a most 
difficult  matter  to  heat  so  large  a body  of  iron  sufficiently  to 
make  a sure  joint  such  as  you  require,  or  that  will  stand  th^ 
jarring  of  passing  trains  &c.,  to  say  nothing  of  sneak  thieves 
who  abound  wherever  copper  is  lying  around  loose.  I know 
however  you  scoff  at  theory  so  will  Mry  up.’  ” 

The  electric  dynamo  of  today  has  removed  the  above  pointed 
out  difficulty.  Bond  wires  or  strips  are  now  welded  to  the  ad- 
jacent rails  for  the  purpose  of  securing  reliable  electrical  con- 
nection between  them.  Welding  is  soldering,  according  to  the 
definition  of  the  term.  Thus,  the  Encyclopedic  Dictionary  gives 
the  definition:  Solder:  “To  unite  or  cement  together  in  any 
way.  * * * “In  autogenous  soldering  the  two  pieces  are  directly 
united  by  tlie  partial  fusion  of  their  contiguous  surfaces.” 

Thus,  more  than  thirty  years  ago  Robinson  proposed  to  solder 
bond  wires  or  stri])s  to  the  rails  for  the  purpose  of  securing 
good  electrical  continuity  between  the  same.  But  it  became 
necessary  to  wait  some  twenty  years  for  the  development  of  a 
commercially  practical  process  for  accomplishing  this  result. 
This  is  found  in  the  modern  electric  welding  process. 

Robinson’s  object  was  to  secure  a perfectly  homogeneous 
joint  or  connection  between  the  bond  and  the  rail.  His  inven- 
tion, in  this  connection,  consisted  in  a metallic  bond  arranged 
for  electrically  connecting  adjacent  rails  of  the  track  and  means 
for  forming  a homogeneous  connection  between  the  bond  and 

34 


tlie  rails.  This  embraces  any  mode  of  accomplishing  that  result. 
Robinson  had  simply  anticipated  the  electric  process  by  some 
lAventy  years,  but  that  process  now  accomplishes  the  result  in  a 
simple  manner  impossible  thirty  years  ago. 

The  splice  bars  now  welded  to  opposite  sides  of  street  rails 
in  many  places  are  used  primarily  for  the  purpose  of  electrically 
bonding  the  rails;  incidentally  they  serve  the  double  purpose 
of  also  making  a good  joint  mechanically.  Every  electric  rail- 
]‘oad  uses  the  bond  wire  or  plate  in  some  form,  originally  in- 
'N'ented  and  used  by  Robinson,  for  electrically  bonding  rails  to- 
gether. 

Thus,  it  is  clear,  this  simple  invention  of  Robinson  made  more 
than  thirty  years  ago,  an  outgrowth  of  his  original  creation  of 
the  closed  rail  circuit  system,  has  made  possible  the  electric 
I'ailroading  of  today,  and  the  inethod  of  rail-bonding  is  now 
used  on  every  electric  railway  using  a rail  return,  throughout 
the  world. 

Fig.  17. 

ROBINSON^S  LATEST  ELECTRIC  SIGNALING  APPARATUS. 


RINGS  A BELL  ON  THE  ENGINE  WHEN  THE  TRACK  AHEAD  IS  ALL  CLEAR. 

Figmre  17,  above,  is  a pliotographic  reproduction  from  a 
postal  card  dated  “Sept.,  1875,”  and  issued  at  that  time.  It 
illustrates  means  for  operating  a positive  safety  signal  in  the 
cab  of  a locomotive  when  the  track  ahead  is  clear  and  safe,  the 
operative  current  ])assing  through  the  rails  from  the  distant  end 
of  the  track  section  upon  which  the  train  is  entering. 

This  system  is  elaborated  in  Robinson’s  British  patent  of 
August  29,  1879,  where  it  is  shown  operatively  applied  to  a 
single  track  in  such  a manner  as  to  operate  a signal  on  a loco- 
motive a])proaching  from  either  direction,  the  operative  current 
coming  from  the  opposite  end  of  the  section — no  line  wires  being 
used. 

It  is  not  thought  necessary  therefore  to  more  fully  describe 
the  system  here. 


35 


In  General. 


The  scriptural  injunction,  ‘‘Prove  all  things,  hold  fast  tliat 
Vvliich  is  good,”  is  the  key  note  of  scientific  progress.  He  who 
would  discover  truth  must  not  accept  anything  because  it  is 
popularly  accepted,  or  reject  anything  because  it  is  popularly 
rejected;  nor  must  he  regard  anything  as  impossible  because 
never  heretofore  accomplished,  although  perhaps  attempted  by 
the  most  able  scientists.  While  giving  full  weight  to  principles 
and  laws  demonstrated  and  verified  by  original  investigations, 
he  must  bear  in  mind  that  those  principles  and  laws  may  be 
capab'e  of  various  combinations  and  interpretations;  that  the 
popular  interpretation  may  not  be  capable  of  general  applica- 
tion, and  if  not,  it  must  be  erroneous.  In  short  he  must  enter 
upon  his  investigations  systematically,  independently  and  un- 
trammeled by  prejudice. 

These  remarks  api)ly  to  Electrical  Science  with  great  force  at 
the  present  time.  Those  who  enter  this  field  to  advantage 
should  be  men  of  culture,  of  theoretical  knowledge,  and  eminent- 
ly practical. 

These  facts  are  illustrated  by  the  efforts  heretofore  put  forth 
in  Europe  and  the  United  States  to  develop  systems  of  rail 
signaling.  Such  efforts,  in  the  early  days,  appear  to  have  been 
exerted  principally  by  theorists  whose  propositions  and  com- 
plications prove  them  to  be  not  only  ignorant  of  some  of  the 
fundamental  principles  of  electrical  science,  but  also,  some  of 
them,  extremely  unpractical.  That  the  efforts  in  this  direction 
may  be  fairly  understood  we  will  direct  attention  to  a few 
of  the  systems  of  rail  signalling  proposed, — those  which  have 
elicited  most  attention — giving  outline  illustrations  of  some  of 
the  circuits  which  form  their  bases,  and  pointing  out  their  de- 
fects and  merits. 


Early  Rail  Systems. 

So  far  as  we  have  knowledge,  the  idea  of  using  the  rails  as 
conductors  for  electric  signaling  purposes  was  first  suggested 
in  an  English  patent  of  1848.  This  was  merely  a suggestion, 

36 


however,  and  no  attempt  was  made  to  deseribe  any  specitie 
method  of  using  the  rails  for  tlie  purpose. 

In  1853,  however,  an  English  patent  was  granted  to  George 
nugmore  and  (feorge  Millward,  in  which  is  described  a method 
]'>roposed  for  using  the  rails  as  conductors.  The  design  of  the 
invention  is  to  communicate  between  trains  on  the  same  line, 
and  between  trains  and  stations,  for  which  purpose  it  is  pro- 
})Osed  to  use  long  sections  of  rails.  The  unpractical  part  of  this 
system  is  that  to  make  it  operate  it  is  necessary,  as  the  invent- 
ors say,  to  insulate  the  opposite  wheels  of  all  the  carriages  from 
each  other,  in  order  that  electrical  connection  may  not  be  es- 
tablished between  the  op])osite  rail  lines  by  the  wheels  and  axle. 

Imagine  one  of  our  gigantic  locomotives  having  its  op})osite 
drivers  electrically  insulated  from  one  another! 

Jn  the  following  diagram  M re|)resents  magnet  and  B 
battery. 

Fig.  18. 


William  Bull’s  British  Patent,  October  31st,  1860, 
and  Frank  I/.  Pope’s  Experiment  at  Charles- 
town, Mass.,  in  1871. 

Figure  18  represents  the  signal  system  described  in  William 
Bull’s  English  ])atent  of  October  31,  18b().  In  this  system,  it  will 
be  observed,  the  rail  sections  used  are  short,  ‘‘twenty  feet,  more 
or  less,”  and  are  the  terminals  of  line  wires  which  connect  with 
the  battery  and  magnet  at  tlie  station.  Tlie  signal  at  t'le  station 
is  visual  and  consists  in  an  indicator  operated  by  wdieel  work 
actuated  or  controlled  by  the  electro-magnef  M sliown  in  the 
diagram.  The  signal  as  described,  moved  in  one  direction  only, 
l)y  a step-by-ste])  movement. 

Mr.  Bull  says:  “At  the  stations  at  which  it  is  required  that 
the  ])rogress  of  the  train  shall  be  indicated,  a battery  is  fixed 
and  in  connection  therewith  a dial  or  indicator,  both  of  which 


37 


are  also  connected  with  the  line  permanent  way  wire,  the  ter- 
minals of  wiiicli  are  the  pairs  of  insulated  rails,  as  before  de- 
scribed. 

******** 

^“^Wlien  the  train  arrives  at  the  contact  points  on  the  line,  the 
electric  circuit  would  be  completed  by  the  wheels  of  the  engine 
connecting  the  two  insulated  rails,  when  the  current  would  flow 
and  actuate  the  electro-magnetic  armature,”  &c. 

The  mode  of  insulating  the  rails  from  each  other  is  described 
by  Bull  as  follows: — ” Between  the  end  of  the  rails,  and  also 
between  the  joint  ])lates  and  rail  ends,  I insert  a thin  piece  of 
leather,  mill-board,  gutta  percha,  or  other  suitable  substance, 
suitable  for  cutting  otf  metallic  contact,  and  thereby  insulate 
, one  rail  of  twenty  feet,  more  or  less,  as  may  be  necessary.” 

In  Pope,  in  a descri})tion  of  his  experiment  at  Charlestown, 
in  a i)aper  read  by  him  before  the  New  York  Society  of  Prac- 
tical Engineers — of  which,  by  the  way,  Mr.  Robinson  was  a 
charter  member — and  subsequently  published,  admits  that  he 
did  not  use  the  “rail  circuit”  at  all  in  any  proper  sense  of  the 
term.  On  the  contrary,  he  used  line  wires  forming  his  main 
circuit  terminating  in  short  sections  of  rails,  forty-two  feet  in 
length  according  to  my  recollection,  that  is,  the  length  of  one 
rail. 

The  train  passing  over  the  short  rail  section  at  one  point 
closed  the  circuit  through  the  line  wires,  thus  exposing  the 
signal,  which  was  held  in  place  by  a “detent.”  The  train,  having 
reached  a distant  point,  passed  over  another  similar  short  sec- 
tion of  rails,  closing  circuit  through  another  magnet  which  re- 
leased the  “detent”  and  reversed  the  signal. 

It  will  be  observed  that  the  essential  features  of  the  device 
nsed  in  Pope’s  experiment,  on  which  he  laid  great  stress,  and 
described  in  Bull’s  patent,  are  identical,  that  is,  die  circuit  closer 
consists,  in  the  one  case  of  a section  of  rails  “twenty  feet  long, 
more  or  less,”  on  open  circuit,  and  the  other  identically  the 
same,  but  with  a rail  section  43  feet  long,  both  using  line  wires. 

Pope  and  his  friends  heralded  this  experiment — a revival  of 
Bull’s  device — as  demonstrating  a wonderful  invention  on  the 
jiart  of  Pope. 


38 


It  will  be  noted,  however,  that  if  the  Pope  and  Bull  devices- 
were  admitted  to  be  i)ractically  operative,  they  are  still  simply 
normally  open  circuit  systems,  and  open  to  all  tlie  objections  of 
open  circuit  systems,  as  heretofore  pointed  out. 

Fig.  19. 


F.  I/.  Pope,  United  States,  July  16th,  1872;  and 
Fred  Barnes  and  David  Hancock,  British,  Feb- 
ruary 10th,  1868.  No.  447. 

We  now  come  to  the  more  full  consideration  of  rail  systems, 
properly  so  called — that  is,  systems  in  which  the  main  circuit 
consists  of  long  sections  of  rails. 

Figure  19  represents  a system,  patented  in  the  United  States, 
by  F.  L.  Po})e,  July  Kith,  1872.  This  system  is  a forcible  illus- 
tration of  the  fact  that  invention  repeats  itself  from  year  to 
year;  thus  while  the  above  is  an  exact  representation  of  the  cir- 
cuit, involving  a long  section  of  rails,  shown  in  Pope’s  patent', 
the  following  description  of  the  same  is  a verbatim  extract  from 
the  records  of  the  British  Patent  Office,  where  it  was  tiled  by 
Frederick  Barnes  and  David  Hancock,  dated  February  lOth, 
1868,  more  than  four  years  prior  to  the  date  of  Pope’s  re-inven- 
tion of  the  same  thing. 


Barnes  & Hancock’s  description  of  Pope’s(?)  system, 

FIGURE  19. 


‘‘The  first  part  of  our  invention  consists  in  connecting  the  two 
jioles  of  a battery  with  the  two  rails,  the  junction  of  the  two 
being  only  completed  at  the  time  the  wheels  of  a carriage,  united 
by  their  axles,  pass  over  the  two  rails;  so  that  at  all  times  except 
when  a carriage  or  carriages  is  or  are  on  the  line  of  rails,  the 
circuit  will  not  be  complete,  but  so  long  as  a carriage  remains 
on  them  the  battery  will  work.  Between  one  wire  uniting  the 
rail  and  the  battery,  we  ])lace  a magnet,  which  acts  against,  or 

39 


wliieli  is  capable  of  acting  on,  a lever,  (of  course  wlien  the  cir- 
cuit is  complete,)  and  this  lever  is  connected  with  a rod  leading 
to  the  senia})liore  arms,  or  other  signal  on  a post. 

‘^As  soon  as  the  wheels  of  an  engine,  truck,  or  carriage  place 
the  battery  in  action  by  com})leting  the  circuit,  the  magnet  at- 
tracts the  lever,  which  throws  the  signal  to  danger.  So  long  as 
the  carriage  remains  on  the  line  the  circuit  will  be  maintained; 
hut  as  soon  as  the  circuit  is  broken  the  battery  will  cease  to 
act,  and  a weighted  lever  throws  the  signal  to  clear  or  caution, 
as  desired. 

' “At  a post,  or  a short  distance  in  advance  thereof,  if  pre- 
ferred, we  disconnect  one  rail  from  the  other;  we  divide,  as  it 
were,  the  two  rails,  leaving  a space  between  them  no  matter  how 
small  that  s])ace  may  be.  As  an  engine  for  example,  approaches 
tlie  junction,  the  signal  is  at  clear  (the  battery  not  being  in 
action) ; but  the  instant  the  wheels  cross  the  space  dividing  the 
1‘ails,  the  circuit  is  completed,  the  magnet  acts,  and  the  signal 
is  thrown  to  danger.  So  long  as  the  engine  or  train  remains  on 
these  rails  so  long  will  the  signal  continue  at  danger,  but  as 
soon  as  the  last  wheels  of  the  last  carriage  have  passed  over  the 
next  division  in  the-  rails,  the  circuit  is  broken,  and  the  weighted 
lever  is  free  to  throw  the  signal  to  clear.  Of  course  the  dis- 
tance between  the  divisions  in  the  rails  may  be  regulated  accord- 
ing to  the  distance  it  is  desired  to  ])lace  the  signals  apart,  the 
signals  acting  equally  well  whether  the  distance  be  a quarter  of 
a mile  or  ten  miles.” 

To  whomsoever  the  credit  of  the  above  system  may  belong, 
it  is  a scientific  absurdity  of  the  most  glaring  nature,  and  never 
did,  and  cannot  be  made  to,  work  over  rail  sections  of  any  con- 
sirable  length.  Prior,  it  is  believed,  to  its  re-invention  by 
Mr.  Pope  Mr.  Robinson  considered  the  system  in  principle  and 
detail,  and  at  once  dropped  it  as  too  wdldly  absurd  for  serious 
consideration.  The  objection  to  it  is,  that  the  circuit  being  left 
open  between  long  sections  of  rails,  the  ties  and  earth  conqhete 
the  circuit  perfectly  in  wet  weather,  whereby  the  magnet  is  con- 
tinuously magnetized,  without  the  i^resence  of  the  train.  This 
is  not  merely  theory,  it  is  demonstrated  fact.  Although  fully 
convinced  of  the  absurdity  of  the  method,  Mr.  Robinson  deter- 


40 


mined  to  demonstrate  its  absurdity;  he,  therefore,  performed 
a series  of  a dozen  experiments  on  rail  sections,  ranging  in 
length  from  one  thousand  feet  to  two  miles,  in  weather  snowy, 
rainy,  damj)  and  dry,  on  sections  partly  in  contact  wdth  the 
earth,  and  on  others  wholly  free  from  contact  with  anything  hut 
the  ties,  and  with  batteries  arranged  to  secure  the  best  results. 
In  every  case,  without  exception,  the  rails  formed  a perfect 
ground,  keeping  the  circuit  closed  and  the  magnet  magnetized. — 
demonstrating  the  fact  that  the  presence  of  a train  on  the  sec- 
tion would  not  aifect  the  magnet  or  signal  in  the  slightest  degree, 
one  way  or  the  other. 

The  system  in  princi])ie  and  detail  is  absolutely  worthless. 

Publications  in  the  Iron  Age. 

On  January  8,  1874,  the  Iron  Age  published  an  Illustrated 
description  of  tiie  liohinson  Closed  Kail  Circuit  System  of 
Pilectric  Signals. 

Til  is  article  seems  to  have  grieved  Mr.  Frank  L.  Pope  very 
much,  and  he  sent  a letter  to  tliat  ])aper,  wliich  was  ])uhlished 
in  the  Iron  Age  on  .lanuary  29,  1874,  commenting  on  said  article. 

The  gist  of  his  comments  was  that  in  view  of  his  revival  of  tlie 
Pull  device  of  1860  in  his  exjjeriment  at  Cdiarlestown,  Mass.,  in 
Vvdiich  he  used  circuit  closers  com]]osed  of  rail  sections  42  feet 
long  on  o])en  circuit;  and  of  his  patent  of  July  16,  1872.  embody- 
ing long  sections  of  rails  on  open  circuit,  fully  described 
veyhaihn  in  the  foregoing  pages  from  Barnes  and  Hancock, 
Brilisli  of  1868 — both  of  which  devices  Po])e  no  doubt  imagined 
lie  had  invented,  and  in  view  of  these  alleged  inventions  of  his 
he  thought  that  these  o])en  rail  circuit  devices  entitled  him  to 
nrd-re  a claim  on  the  Rol)inson  closed  circuit  system.  The  fol- 
lowing is  a (piotation  from  his  letter: 

‘‘Mr.  Robinson  also  applied  for  a ])atent  on  the  rail  circuit, 
differing  from  mine  only  in  the  arrangement  of  connections,  so 
that  the  magnet  would  be  unmade  instead  of  made  by  the  |)as- 
sage  of  the  train. 

The  above  is  a clear  concession  by  Mr.  Pope  that  he  had  never 
thought  of  the  closed  rail  circuit. 

It  may  be  here  remarked  that  in  Electrics  everything  de])ends 
on  the  connections.  Tie  your  wire  to  a tree  and  liitch  a horse 


41 


to  it  and  the  wire  is  inert  arid  the  horse  rests  (quietly;  but  con- 
nect the  wire  to  a dynamo,  and  the  horse  becomes  instantly  as 
dead  as  Pope’s  circuits.  “Only  a difference  in  the  arrange- 
ment of  ('onnections,”  forsooth! 

Mr.  Kohinson’s  i*e])ly  to  Mi\  Pope  was  })ub]ished  in  the  Iron 
^Vge  of  February  1874.  The  following  (juotations  thei’efrom 
are  deemed  sufficient. 

“ In  your  issue  of  January  29th  a letter  ai)pears  over  the  sig- 
nature of  Frank  L.  Poi)e  on  electric  railway  signaling,  which, 
l.y  stating  too  little  falsifies  truth,  belies  science,  and  is  gener- 
ally calcinated  to  deceive  your  readers,  scientific  and  general.” 

* * * * * * * 

“lie  [Pope]  has  already  disclaimed  my  system  over  his  own 
signature,  and  under  oath,  as  I will  show.  On  June  11,  1873, 
?vir.  Pope  applied  for  a iiatent  which  was  granted  October  7, 
1873,  on  a device  which  was  merely  a modification  of  that  shown 
in  his  original  ])atent.  In  tliis  application  [filed,  it  will  be  noted, 
a year  after  the  issue  of  my  closed  rail  circuit  patent]  he  also 
showed  my  system,  giving  the  connections  in  dotted  outline 
merely,  and  attempting  to  disguise  the  whole  by  complications, 
and  calling  it  a Onodification’  of  what  he  showed  as  his  inven- 
tion. This  he  was  conpielled  to  disclaim,  however,  which  he  did 
in  the  body  of  the  specification  as  follows:  “I  do  not  claim,  by 
itself,  the  method  of  o])erating  a signal  by  means  of  a constant 
circuit,  which  is  shunted  out  of  the  o])erating  magnet  by  means 
of  a connection  formed  by  the  Avheels  and  axles  of  a locomotive 
or  car  as  shown  in  Fig  2,  except  irlien  coinhined  irifli  the  denials 
and  arrangemoits  herein  shoirn  and  descrihedd  The  devices, 
and  arrangements  are  the  complications  referred  to;  these  are  of 
no  value  to  Mr.  Pope,  as  I will  not  permit  him  to  use  the  ‘con- 
stant circuit’  with  ‘shunting’  connections.” 

While  Po])e  and  his  associates  kept  their  hands  off  thg  gobin- 
son  system  they  were  alloAved  free  rein.  But  when  their  efforts 
to  use  the  old  Bull,  and  the  old  Bames-Hancock  systems,  which 
])roved  in  their  hands  a total  failure,  as  a matter  of  course,  and 
then  thought  it  would  lie  safe  to  take  a hitch  on  the  Eobinson 
system  without  the  flimsiest  shadow  of  right,  it  was  deemed 
time  to  call  a halt. 


42 


Accordingly  Robinson  served  an  infringement  notice  on  Pope 
and  his  associates  under  date  of  July  ‘28tli,  1874,  calling  their 
attention  to  the  fact  that  they  were  infringing  specifically  seven 
claims  of  Robinson’s  patents,  and,  it  was  thought,  six  more 
claims,  and  demanding  an  immediate  discontinuance  of  the  in- 
fringements under  penalty  of  an  immediate  suit  for  infringe- 
ment. 

This  notice  to  Po])e  and  Company  was  immediate fy  printed 
in  circular  form  and  sent  out  broadcast  to  the  railroads  of  this 
country. 

After  that  we  never  heard  of  Pope  & Co.  doing  anotlier  thing 
in  the  railway  signal  line. 

In  1873  a general  superintendent  on  whose  road  Po])e  placed 
several  signals  for  testing,  on  being  asked  by  the  writer  ‘‘How 
did  Pope’s  automatic  signal’s  work  on  your  road!”  replied: 
“They  did  not  work  at  all.”  A Division  Superintendent  of  the 
same  road,  who  was  present,  said:  “Pope’s  signal  is  not  worth 
fighCng  for;  it  is  not  worth  a baubee.” 

The  superintendent  of  another  road  said:  “Their  signal  is 
not  giving  us  satisfaction.” 

We  never  succeeded  in  finding  a single  instance  where  Pope 
put  up  a signal  that  worked  satisfactorily. 

Mr.  Pope  has  a well  deserved  fame  as  an  electrician,  as  an 
ingenious  inventor  and  as  a fine  and  interesting  writer — all 
along  telegraphic  channels.  When,  however,  he  turned  his  “pren- 
tice hand”  to  automatic  railway  signaling,  it  must  be  confessed 
that  he  made  a total  failure.  He  developed  nothing  new  or  ori- 
ginal, but  used  only  the  inventions  of  others  in  his  efforts  to 
develop  a signal  system.  He  did  not  even  show  correct  theore- 
tical or  practical  knowledge  of  the  principles  involved  in  rail 
circuit  signaling,  which  he  was  attempting  to  use.  Nature  and 
science  were  against  him,  and  now,  looking  back  over  the  field 
for  thirty  years  it  must  be  admitted  that  Mr.  Pope  never  added 
or  contributed  anything  whatever  to  advance  the  art  of  auto- 
matic railroad  signaling. 

I regret  to  feel  obliged  to  write  in  this  way  of  Mr.  Pope,  for 
whom  personally  I had  a high  esteem,  but  T am  writing  for  the 
verity  of  history,  and  not  sentiment. 


43 


Fiirthennore,  \ am  giving  more  space  to  Mr.  Pope  than  his 
work  along  the  lines  of  signaling  would  seem  to  demand,  for  me 
reason  that  for  tliirty  years  his  friends  have  been  systematically 
imhlishing  fraudulent  claims  as  to  the  im])ortaiice  of  his  work 
in  signaling  even  since  his  lamented  and  tragic  deatli. 

If  any  of  these  friends  who  have  done  so  much  to  exTiaust  the 
ink  vats  of  tlie  i)rinters  feel  aggrieved  at  anything  written  above, 
there  is  doubtless  some  ink  still  left  in  those  useful  receptacles. 
But  the  facts  will  stand,  and  may  be  ])roved  by  anyone  disposed 
to  investigate  along  the  lines  indicated. 


The  Robinson  Automatic  Blectro  Pneumatic  Signal  System. 


As  installed  by  the  Union  Switch  and  Signal  Comany  on  all 
the  tracks  of  the  Pennsylvania  Railroad  between  Jersey  City 
and  Philadel])hia,  and  beyond,  under  the  fraudulent  pseudonym 
of  the  ‘ AUestinghouse  Automatic  Flectro-Pneumatic  System.” 

The  above  is  a Robinson  System  pure  and  simple. 

44 


The  records  show  that  Westiiighoiise  never  invented  an  auto- 
matic electric  signal  system  of  any  kind  for  control  by  moving 
trains^  and  the  use  of  Ids  name  in  the  above  connection  is  a 
high-handed  piratical  api)ro])riation  of  Robinson’s  well  earned 
(U'edit  and  fame  as  the  creator  of  an  epoch  making  invention. 


THE  Ur^lOI^  ELECTRIC  SIGNAL  COMPANY. 

Robinson’s  Organization. 

In  1878  Mr.  Robinson  organized  and  owned  the  Union  Elec- 
tric Signal  Com})any,  based  exclusively  on  his  United  States 
] intents,  at  that  time  nine  in  number,  which  lie  assigned  to  the 
company  on  the  com}>]etion  of  its  organization.  Tie  received  an 
('quivalent  for  every  share  of  stock  in  this  company  whicli  passed 
out  of  his  hands. 


The  CooneGtion  of  George  Westinghouse  with  Automatic  Electric 

Signaling. 

About  1880  George  AVestinghouse  and  his  associates  bought  a 
controlling  interest  in  the  Union  Electric  Signal  Comjiany,  thus 
gaining  control  of  the  Robinson  Systems.  They  immediately 
reorganized  the  company  under  the  name  of  the  Union  Switch 
and  Signal  Gompany,  wliich  latter  com])any  has  been  installing 
the  Robinson  automatic  electric  and  electro-pneumatic  signal 
systems  ever  since,  and  is  now  doing  an  immense  business  based 
on  tlie  Robinson  systems. 

Among  the  ])rominent  installations  of  the  Robinson  Automatic 
Electro  Pneumatic  System  is  the  complete  e(iuipment  of  the  four 
tracks  of  the  Pennsylvania  Railroad  between  Jersey  City  and 
Philadelphia,  and  on  to  Paoli  on  the  main  line  and  Wilmington 
on  the  Washington  line.  The  Pittsburg  division  of  the  Penn- 
sylvania Railroad  is  also  thus  e(iuip]ied.  The  system  is  also  in- 
stalled extensively  elsewhere  on  the  Pennsylvania  Railroads. 

The  Robinson  Automatic  Electro-Pneumatic  Signal  System  al- 
so embodies  the  complete  signal  e(pii])nient  Avhich  controls  and 
makes  ])ossilhe  the  fre(|uent  headway  in  the  New  York  Subway, 
in  which  it  is  installed,  and  Avithout  this  system  the  subAvay  could 


45 


iu)t  run  with  safety  half  the  trains  it  is  now  running,  or  carry 
half  its  present  number  of  passengers.  Without  this  signal 
e(piii)nient  collisions  in  the  subway  would  be  the  regular  ^rder 
of  the  day. 

The  liobinson  automatic  signal  system  is  also  installed  on  the 
Boston  Elevated  Raihvay.  and  controls  the  traffic  of  that  road. 

In  short,  the  automatic  signal  systems  now  in  general  use  on 
the  leading  railroads  in  the  United  States  and  in  various  for- 
eign countries  are  the  Robinson  systems,  pure  and  simple,  all 
based  on  the  closed  rail  circuit,  an  invention  ‘‘created  by  Robin- 
son,” as  the  United  States  Court  of  Appeals,  Third  District,  put 
ii,  and  patented  by  him  broadly  in  1872.  Over  thirty  years  suc- 
cessful operation  has  proven  this  to  be  the  only  system  that 
('an  meet  the  re(iuirements  of  safe  and  efficient  railroading,  hence 
its  extensive  use. 

The  Union  Switch  and  Signal  Company,  of  which  Oeorge 
Westinghouse  is  President,  a reorganization,  as  stated  above, 
of  the  original  Union  Electric  Signal  Company  organized  and 
owned  by  Robinson,  made  all  the  above  named  installations,  des- 
cribing and  publishing  them  under  the  misleading  and  fraud- 
ulent pseudonym  of  “The  Westinghouse  Electro-Pneumatic 
System,”  with  the  deliberate  purpose  of  conveying  to  the  pub- 
lic and  others  the  false  and  fraudulent  information  and  impres- 
sion that  Westinghouse  w^as  the  inventor  of  the  system,  well 
knowing  that  Robinson,  and  not  Westinghouse,  was  the  real  in- 
ventor, and  that  in  ])ublishing  Westinghouse  as  the  inventor  of 
the  system,  the  Union  Switch  & Signal  Company  was,  knowingly 
vrillfully,  fraudulently  and  of  malice  aforethought  committing  a 
])iratical  and  criminal  depredation  upon  Robinson’s  credit  and 
reputation,  as  an  original  discoverer  and  creator  of  an  invention 
of  untold  value  to  the  world  in  the  saving  of  human  life  and 
])roperty. 

Now  for  the  cold  documentary  evidence: 

As  heretofore  stated,  on  August  20,  1872,  Robinson  received  a 
broad,  basic,  pioneer  United  States  patent  covering  the  closed 
rail  circuit  system  of  signaling.  This  of  itself  would  preclude 
the  right  of  Westinghouse  or  any  one  else  from  attaching  his 
name  to  the  system  in  a manner  indicating  that  he  was  the  in- 


46 


ventor  of  the  same  even  if  he  had  made  some  improvement  in 
signal  mechanism  mechanieal  or  otherwise. 

But  this  is  not  all;  Robinson  is  speeiheally  tlie  original  inven- 
tor and  patentee  of  the  antomatie  eleetro-pnenmatic  signal  sys- 
tem as  now  extensively  installed  on  many  leading  railroads,  by 
the  Union  Switch  and  Signal  (bmi)any. 

In  proof  of  tliis:  British  Patent  No.  2280  was  granted  to  Rob- 
inson under  date  of  August  80,  1871,  on  ‘U^]lectric  Gate  and 
Signal  Apparatus  for  Railroads.” 

This  ])atent  covered  several  different  systems  of  railroad  sig- 
nnling,  among  them  the  E'ectro  Pneumatic  System  sn])stantially 
as  now  extensively  installed  by  the  Union  Switch  and  Signal 
Gompnny.  The  system  therein  described  sliows  all  tlie  essential 
features  of  the  system  as  now  installed  by  that  company. 

The  follo\ving  are  some  of  the  claims  from  this  British  patent, 
which  proclaim  the  above  facts  with  no  uncertain  sound: 

31.  ‘‘Operating  a gate  or  signal  by  means  of  mechanism  ac- 
tuated by  compressed  air  and  controlled  as  regards  the  action 
of  the  mechanism  or  of  the  compressed  air  by  means  of  elec- 
tricity, as  specified.” 

32.  “A  gate  or  signal  oi)erating  apparatus  consisting  of  me- 
chanism actuated  by  means  of  com])ressed  air  and  governed  in 
its  action  by  electricity  when  tlie  currents  of  the  latter  are 
under  the  control  of  a moving  vehicle  or  train,  as  specified.” 

33.  “The  magnet  A2  so  related  to  the  piston  rod  02  as  to  con- 
trol or  limit  the  movements  of  the  same,  substantially  as  speci- 
fied.” 

31.  “The  magnet  A2  with  its  armature  lever  P>2  so  related  to 
the  value  p5  as  to  control  the  same  throngh  the  agemw  of  suit- 
able intervening  mechanism,  as  specified.” 

11.  “The  air  tank  S in  combination  with  the  cylinder  T of 
a gate  or  signal  operafing  apparatus,  as  s|)ecified.” 

18.  “A  bell,  alarm  or  signal  operating  by  means  of  clock  work 
N2,  which  is  controlled  in  its  action  by  an  electro-magnet  or 
magnets,  and  combined  with  an  electric  circuit  or  circuits  ac- 
tuated by  a moving  train  or  vehicle,  as  specified.” 

Other  claims  on  the  subject  from  that  ])atent  might  be  quoted, 
but  these  will  suffice. 


47 


Kobinson  also  received  a French  Patent  dated  Felj’y  29,  1872, 
No.  94  298.  This  French  ])atent  disclosed  the  same  subject 
matter  as  the  British  ])atent  above  described,  witli  some  addi- 
tions. 

The  French  patent  embodied,  among  other  things,  the  closed 
rail  circuit.  Its  claims,  corresponding  in  number  to  those  quot- 
ed tTom  the  British  patent  are  an  exact  translation  of  the  same. 

The  following  is  a translation  of  other  claims  of  the  French 
patent,  relating  specifically  to  the  closed  rail  circuit: 

Claim  88.  ‘‘Connecting  a batteiy  B5  and  a magnet  M5  with 
the  rails  u9,  h9  of  a section  of  railroad  track  C'5  in  such  a man- 
ner that  when  said  rails  are  joined  by  a metallic  bridge  the  elec- 
tric current  will  be  diverted  from  the  magnet  M5,  but  so  that 
when  said  bridging  device  is  removed  from  said  section  C5  the 
electric  current  will  be  free  to  pass  through  and  change  the  mag- 
net M5.’^ 

98.  “A  signal  or  signals  audible  or  visual,  in  combination  with 
the  battery  B5  and  the  rails  of  a railroad  track,  the  whole  being 
arranged  to  actuate  the  signal  or  signals,  substantially  as  des- 
cribed.” 

The  following  claims  also  have  a direct  bearing  on  electro- 
pneumatic signaling,  from  Robinson’s  United  States  patent.  No. 
297,259,  dated  Nov.  7,  1882  Electro-Pneumatic  Gate  and- Signal 
Apparatus;  assigned  to  the  Union  Switch  and  Signal  Co.: 

Claim  ”7.  The  combination,  substantially  as  hereinbefore  set 
forth,  of  a motor  automatically  controlled  by  a moving  vehicle 
and  driven  by  fluid  pressure  for  actuating  or  changing  the  posi- 
tion of  a gate  or  signal,  and  a weight  operating  under  the  force 
of  gravity  to  reverse  at  times  the  action  of  said  motor,  and 
thereby  restore  said  gate  or  signal  to  its  original  position. 

In  a gate  or  signal  operating  mechanism,  the  combina- 
tion, substantially  as  hereinbefore  set  forth,  of  a piston  moved 
to  and  fro  within  a cylinder  by  fluid-pressure  and  by  the  action 
of  a weight,  a valve  to  govern  the  movements  of  said  piston  by 
controlling  the  admission  and  exit  of  the  fluid  to  and  from  said 
cylinder,  and  means  for  automatically  operating  said  valve 
through  the  movements  of  a moving  vehicle. 

”5.  The  combination,  substantially  as  hereinbefore  set  forth, 


48 


of  a gute  or  signal  actuating  nieclianisni,  a valve  by  the  oj)en- 
ing  and  closing  of  wliicli  the  operations  of  said  ineclianisni  may 
be  governed,  an  electro-magnet  and  armature,  and  an  escape- 
ment device  whereby  the  alternate  opening  and  closing  of  said 
valve  is  made  to  depend  upon  the  movements  of  said  armature.’’ 

In  connection  with  the  above  described  patents  of  Eobinson 
of  1871  and  1872,  both  United  States  and  Foreign,  it  is  to  be 
noted  that  George  Westinghouse  had  no  connection  with  auto- 
matic railroad  signaling  until  about  1880,  at  least  nine  years 
after  the  patenting  of  the  described  electric  and  electro  pnen- 
matic  systems  by  Robinson,  and  that  when  Westinghouse  did  be- 
come interested  in  automatic  signaling  it  was  only  by  the  actual 
purchase  of  stock  in  the  Union  Electric  Signal  Company,  or- 
ganized and  owned  by  Robinson,  as  described,  and  not  by  means 
of  any  invention  made  by  Westinghonse. 

It  is  scarcely  necessary  to  say  that  such  purchase  did  not  give 
AVestinghouse  the  right  to  appropriate  to  himself  Robinson’s 
credit  and  reputation,  or  the  right  to  fraudulently  and  piratically 
advertise  himself  as  the  inventor  of  tlie  system,  to  the  great 
damage  of  Robinson  and  corresponding  profit  and  advantage  of 
Westinghouse. 


George  Westinghouse’s  Reputation  as  an  Invehtor. 

Mr.  George  AFestinghouse  is  an  able  business  man,  a suc- 
cessful promotor  and  an  ingenious  inventor,  especially  in  the 
matter  of  making  improvements  in  details  based  on  other  men’s 
inventions,  and  withal,  a notoriously  unscrupulous  appropriator 
to  himself  of  the  credit  and  reputation  of  making  inventions 
actually  made  and  even  patented,  by  other  men,  and  fraudulent- 
ly promulgating  the  same  as  his  own  inventions. 

The  pedestal  on  which  his  reputation  as  an  inventor  stands 
is  composed  of  the  work  of  perhaps  five  hundred  actual  inven- 
tors, every  block  in  the  pedestal  emblazoned  with  the  pseudonym 
“Westinghouse,”  the  combined  work  of  the  suppressed  and  im- 
prisoned geniuses  within  radiating  a glorious  effulgence  upon 
the  complacent  monument  above. 

In  justification  however  it  may  be  explained  that  it  is  the  cus- 

49 


tom  in  some  of  the  large  manufaeturing  eoiieeriis  to  recjuire  all 
employes  to  assign  to  the  com])any  all  inventions  and  improve- 
ments they  may  make  in  their  iiarticular  line  of  work. 

The  Westinghouse  companies  have  large  numbers  of  the 
ablest  and  most  ingenious  men  in  their  various  lines  of  work. 
Idiese  men  naturally  make  many  inventions  and  improvements. 
These  are  patented,  at  the  expense  of  the  comx)any  no  doubt,  and 
the  men  receive  their  ordinary  wages.  The  reputation  and 
credit  due  them  are  thrown  into  the  Westinghouse  hopper;  the 
crank  is  turned  and  the  grist  comes  out  stamped  in  ever^^  in- 
stance with  the  pseudonym  ^^Westinghouse.” 

But  this  is  not  the  most  reprehensible  way  in  which  Westing- 
house acquires  a spurious  reputation  as  an  inventor.  He  be- 
comes interested  in  an  invention  by  purchase.  Immediately  the 
inventor  ^s  name  is  obliterated  and  the  invention  is  published 
as  a Westinghouse”  invention,  without  the  inventor’s  permis- 
sion. This  is  rank  piracy,  the  work  of  an  unscrupulous  bucca- 
neer, a fraud  upon  the  inventor,  a stealing  and  appropriation 
of  his  reputation,  his  own  private  property,  and  an  imposition 
and  deception  practiced  upon  the  public. 

In  this  connection  it  is  extremely  difficult  to  find  language 
sufficiently  forcible  in  which  to  properly  characterize  and  de- 
nounce George  Westinghouse ’s  most  unjust,  unwarrantable,  un- 
scrupulous and  criminal  piracy  in  his  appropriation  of  Robin- 
son’s credit  and  reputation  as  the  creator  of  an  epoch  making 
invention,  of  which  Westinghouse  is  guilty  in  publishing  the 
Robinson  Automatic  Electro  Pneumatic  Signal  System  under 
the  fraudulent  and  spurious  title  of  the  Westinghouse  electro- 
pneumatic  system. 

In  order  that  I might  not  by  any  possibility  do  Mr.  Westing- 
house an  injustice  I had  a careful  search  made  of  the  Patent 
Office  records  covering  a period  from  1880,  the  time  when  West- 
inghouse first  became  connected  with  automatic  signaling,  down 
to  the  present  time,  to  ascertain  if  Westinghouse  had  received 
any  j^atents  on  improvements  in  automatic  signaling.  Several 
patents  were  found  taken  out  by  him  or  interlocking,  switch 
operating  from  cabins,  and  such  matters,  which  have  nothing  to 
do  with  automatic  signaling. 


50 


Two  patents  liowever  were  found  taken  out  by  Westingliouse 
on  aiitomatic  electric  signaling-,  tlie  first  dated  January  16,  1883, 
No.  270,867. 

This  patent  describes  the  Robinson  system,  pure  and  simple, 
including  liis  overlapping  system,  as  installed  by  liim  in  1872  and 
subsequent  years.  Its  subject  matter  is  described  herein  in  ex- 
tracts from  Robinson’s  circular  of  1872,  and  is  also  described, 
and  illustrated  in  Fig.  3,  from  his  circular  of  1874. 

■ This  patent  was  a monstrosity.  It  was  born  eleven  years  too 
late,  and  bore  the  birthmark  of  illegitimacy.  It  was  found  to  be 
void  for  want  of  novelty  by  the  United  States  Courts.  More  of 
this  later. 

The  other  patent  referred  to  is  dated  April  5,  1887,  No.  360,- 
638.  The  invention  embodied  in  this  patent  is  stated  to  be  an 
improvement  on  that  covered  by  the  above  named  voided  pat- 
ent; that  is,  it  is  an  ‘‘improvement”  on  a thing  that  does  not 
exist.  It  is  a Westinghouse  patch  on  nothing, — the  material  of 
which  the  Westinghouse  “system”  is  made. 

This  patent  shows  and  describes  by  name  the  Robinson  closed 
circuit  and  is  the  Robinson  system,  with  a slight  modification  in 
the  detail  of  a local  circuit  closer.  It  could  not  give  the  patentee 
any  right  to  use  the  system,  to  say  nothing  about  his  right  to 
attach  his  name  to  it. 

This  patent  illustrates,  but  does  not  describe,  the  Robinson 
electro-pneumatic  system. 

Note  also  that  this  patent  is  dated  sixteen  years  later  than 
Robinson’s  British  Electro  Pneumatic  Signal  patent  of  1871. 

So  far  as  we  have  been  able  to  ascertain,  George  Westing- 
house never  invented  an  automatic  electric  or  electro-pneumatic 
railway  signal  system  of  any  kind  whatever  controlled  by  pass- 
ing trains,  and  never  made  any  material  improvement,  even  in 
the  details,  of  any  such  system.  He  appears,  therefore  to  have 
added  absolutely  nothing  to  the  art  of  automatic  signaling  in 
the  line  of  advancing  it  beyond  the  condition  to  which  Robinson 
bad  developed  it  more  than  thirty  years  ago. 

Westinghouse  struts  under  stolen  plumage,  and  when  this 
is  torn  off  he  appears  as  a vulgar  bird  of  prey  ravenously  seiz- 

51 


mg,  (ievouring,  digesting,  assimilating  and  growing  fat,  arro- 
gant and  wealthy  upon  otlier  men’s  reputation  and  work. 

If  any  one  will  inform  the  author  of  any  important  invention 
origiated,  developed  and  reduced  to  practical  o})eration  by 
(Jeorge  Westinghouse  personally,  referring  to  documentary  evi- 
dence that  would  i)ass  muster  in  a court  of  law,  that  Westing- 
liouse  was  the  originator  of  such  invention,  the  author  will  feel 
under  great  obligations.  This  invitation  is  not  limtied  as  to 
])ersons. 

In  a forest  of  parasitical  and  fungus  growth  it  would  be  very 
gratifying  to  find  even  one  noble  tree  towering  high  above  the 
surrounding  noxious  weeds  and  raising  its  lofty  head  toward 
lieaven  without  feeling  that  it  must  veil  its  face  to  hide  a blush 
of  shame  because  of  its  own  doubtful  lineage  and  sus])icious 
surroundings. 


The  Robinson  Automatic  ^Electric  Signal  System. 

As  installed  by  the  Hall  JSignal  Comt)any  on  the  K.  Y.  Cen- 
tral and  Hudson  River  Railroad,  under  the  fraudulent  i)sendo- 
nym  of  the  ‘‘Hall  Signal  System.” 

The  above  system  was  broadly  patented  by  Robinson  in  1S72. 

52 


Tlie  Hall  Signal  Company  adopted  the  Robinson  system  on  the 
expiration  of  his  basic  patents,  but  unjustly,  dishonestly  and 
])iratically  put  the  Robinson  system  forward  under  the  fraud- 
ulent pseudonym  of  the  ‘‘Hall  Signal  System”  although  the  real 
l lall  System,  so  called,  had  died  of  iimnition  years  before.  This 
bold  theft  and  underhanded  attack  on  Robinson’s  reputation  as 
an  epoch  making  inventor  is  actionable  in  law  and  renders  its 
perpetrators  liable  to  heavy  damages.. 


The  Hall  Signal  Company. 

About  1867  Mr.  Thomas  S.  Hall  put  in  operation  experimen- 
tally at  Stamford,  Conn,  an  electrically  operated  visual  switch 

signal.  This  was  connected  up  in  such  a way  that  the  throwing 
of  the  switch  from  the  main  line  to  a siding  closed  an  electric 
circuit  and  brought  a danger  signal  into  view.  The  return  of 
11m  switch  to  the  main  line  opened  the  circuit  and  the  signal 
disappeared.  This  was  all.  It  was  a normally  open  circuit  de- 
vice, and  of  course  possessed  the  inherent  objections  to  sudi  de- 
vices as  already  pointed  out. 

It  was  not  until  several  years  later,  according  to  authentic 
records  and  information,  that  Mr.  Hall  commenced  experiment- 
ing on  automatic  signals  controlled  by  passing  trains. 

After  much  experimenting  and  many  failures  he  finally  deve- 
loped what  has  heretofore  been  coimnonly  known  as  the  Hall 
System  of  Signaling.  It  was  a normally  open  circuit  system. 
The  signals  were  brought  into  the  danger  position  by  the  direct 
action  of  the  electric  current  and  passed  to  the  “safety”  posi- 
tion by  the  weight  of  the  signal  itself  or  by  a counterweight, 
when  the  electric  circuit  was  opened.  The  circuit  was  closed 
by  the  impact  of  the  wheels  of  the  cars  upon  a lever  placed  at 
right  angles  to  a rail  of  the  track  block,  and  opened  by  wheel 
contact  with  a similar  lever  at  the  other  end  of  the  block. 

This  system  was  open  to  all  the  objections  inherent  in  all  open 
circuit  systems,  as  heretofore  pointed  out,  and  they  need  not, 
therefore  be  here  repeated. 

About  1870-71  Robinson  and  Hall  were  both  experimenting  on 
automatic  o])en  circuit  systems,  along  tlie  same  genei'al  lines; 

53 


that  is,  each  used  the  open  circuit  and  track  levers  to  close  and 
open  circuit.  The  systems  differed  in  details  of  construction. 

Robinson  always  believed  that  the  Hall  system,  as  above  des- 
cribed, was  an  infringement  of  some  of  his  earlier  patents  of 
1870, — applications  filed  earlier. 

After  Hall  had  put  several  signals  in  operation  on  the  N.  Y. 
N.  H.  & H.  R.  R.  Robinson  called  on  President  Bishop  of  that 
road  and  informally  notified  him  that  the  Hall  signals  were  an 
infringement  of  his  patents. 

Mr.  Bishop  said  he  was  not  familiar  with  the  sigmals,  to  which 
Mr.  Robinson  replied:  ‘^That  may  he;  but  you  have  been  Com- 
misisoner  of  Patents  and  are  undoubtedly  familiar  with  the 
scope  of  patent  claims ; will  you  have  the  kindness  to  look  over 
these! 

Mr.  Bishop  looked  carefully  over  the  Robinson  patents  pre- 
sented to  him  and  then  said:  ‘^Well,  if  you  are  going  to  contest 
this  matter  we  will  take  the  signals  off.  ’ ’ 

Further  investigation  showed,  however,  that  the  Hall  signals 
were  not  working  properly  or  satisfactorily  on  this  or  any  other 
road,  and  Robinson  concluded  it  was  not  worth  while  to  make  a 
contest  over  a spavined  horse. 

He  therefore  allowed  Hall  to  go  on  his  way  without  interfer- 
ence. The  more  so,  as  he,  Robinson,  had  abandoned  the  open 
circuit  system  as  soon  as  he  had  invented,  and  demonstrated  the 
utility  of  his  closed  rail  circuit  system,  now  in  universal  use. 

Mr.  Thomas  S.  Hall  was  very  persevering,  but  unfortunately, 
could  never  see  a weak  point  in  his  own  work.  If  it  was  the 
work  of  Thomas  S.  Hall  it  must  be  correct,  seemed  to  be  his 
principle.  Furthermore,  he  seemed  anxious  to  put  out  signals 
as  rapidly  as  possible  without  first  having  tested  one  or  two 
installations  sufficiently  to  develop  the  best  results  possible  in 
an  impossible  system. 

As  a result,  so  far  as  I have  been  able  to  ascertain,  the  Hall 
Signal  Company  never  met  with  any  substantial  success  or  suc- 
ceeded in  installing  equipments  that  gave  satisfaction  to  the 
users,  and  certainly  never  succeeded  in  making  an  installation 
that  met  the  imperative  requirements  of  an  efficient  block  sig- 


54 


nal  system,  as  that  was  impossible  with  an  open  cirenit  system, 
such  as  the  Hall. 

The  Hall  Signal  Company  succeeded  in  maintaining  a pre- 
carious existence,  through  various  vicisitudes  for  a number  of 
years,  and  at  the  time  of  the  expiration  of  the  Robinson  basic 
patents,  about  1889,  had  arrived  at  the  blissfull  condition  of 
innocuous  desuetude. 

Meantime  Mr.  W.  P.  Hall,  the  youngest  son  of  Thomas  S., 
and  the  i)resent  President  of  the  Hall  Signal  Company  had  been 
making  a careful  study  and  investigation  of  the  Robinson  closed 
rail  circuit  system,  and  concluded  that  this  was  the  only  force 
available  that  could  pull  the  Hall  Signal  Company  out  of  the 
slough  of  despond  into  which  it  had  ‘sunk,  and  start  it  on  a 
career  of  success  and  prosperity. 


The  Hall  Signal  Company  Reorganizes. 

The  Hall  Signal  Company  immediately  reorganized  and 
adopted  the  Robinson  System  instead  of  the  defunct  Hall  sys- 
tem, which,  like  any  other  member  of  the  public,  it  had  a right 
to  do,  in  view  of  the  expiration  of  the  Robinson  basic  patents, 
v/hich  had  become  public  property. 

The  Hall  Signal  Company,  however,  put  forward  and  installed 
the  Robinson  Signal  system  and  published  it  to  the  world  under 
the  false,  fraudulent  and  misleading  pseudonym  of  ^^The  Hall 
Signal  System.”  This  crime  against  Robinson’s  credit  and 
reputation  as  the  author  and  creator  of  a great  and  valuable 
original  invention  the  Hall  Signal  Company  committed  delib- 
erately, knowingly,  falsely,  fraudulently  and  of  malice  afore- 
1 bought,  and  for  this  it  is  responsible.  It  deliberately  stole  the 
panoply  of  Robinson  in  which  it  wrapped  its  own  attenuated 
form  and  thought  to  deceive  by  attaching  the  name  ‘‘Hall”  in 
large  characters  to  the  effigy.  It  stole  the  lion’s  skin,  in  which  it 
wrapi^ed  itself,  and  would  |)ass  for  a lion,  but  the  long  ears 
could  not  be  concealed,  and  while  the  hoofs  may  have  become 
cloven  and  the  tail  perha])s  somewhat  spearlike,  yet  the  whole 
foul  combination  was  there  and  when  it  o])ened  its  brazen 

55 


throat  and  exclaimed  ‘‘Am  not  I a lion!”  even  the  blind  heard 
the  well  known  voice  and  langhed  in  derision. 

Perhai^s  the  first  prominent  installation  of  the  Robinson  track 
circuit  system  made  by  the  Hall  Signal  Company,  under  the 
fraudulent  and  ]:)iratical  pseudonym  of  “The  Hall  Signal  Sys- 
tem” was  made  on  the  Illinois  Central  Railroad  in  connection 
with  tlie  World’s  Pair  in  Chicago  in  1893.  This  Robinson  Auto- 
matic System  was  used  to  control  the  movements  of  trains  to 
and  from  the  fair  grounds,  running  on  a headway  of  a fraction 
of  a minute. 

In  an  annual  report  of  the  Railroad  and  Warehouse  Com- 
missioners of  Illinois,  published  in  the  Railway  Review  of  Au- 
gust 18,  1894,  in  referring  to  the  operation  of  these  signals  dur- 
ing the  last  half  of  1893,  they  say : 

“We  are  informed  by  the  management  of  the  Illinois  Central 
that  not  a single  accident  occurred  on  that  part  of  their  line  pro- 
tected by  the  block  signals  during  the  World’s  fair  traffic,  which 
could  in  any  way  be  attributed  to  defects  in  the  block  system; 
the  average  number  of  daily  trains  handled  was  between  seven 
and  eight  hundred,  and  the  number  of  passengers  carried  during 
the  period  of  the  fair  was  nine  million  six  hundred  thousand, 
exclusive  of  through  passenger  business.” 

This  marvelous  record  of  the  efficiency  of  the  Robinson  signal 
system  could  not  have  been  made,  probably,  with  similar  free- 
dom from  accidents,  by  three  times  the  number  of  trains  on  three 
times  the  number  of  tracks  without  this  signal  system. 

That  the  above  described  installation  is  confessedly  an  em- 
bodiment of  the  Robinson  automatic  system,  pure  and  simple, 
installed  on  the  Illinois  Central  Railroad  by  the  Hall  Signal 
Company,  under  the  fraudulent  pseudonym  of  the  “Haul  Sigiial 
System”  is  demonstrated  by  the  following  description  of  that 
installation  from  the  Railway  Review  of  January  28,  1893: 

“The  sgnaJ  apparatus  used  is  the  Hall  system.”  * * * 

Then  follows  the  following  excellent  description  of  the  Robin- 
son system,  as  used  by  the  Hall  Signal  Company,  without  any 
modification  whatever: 

“At  this  point  the  track  circuit  is  introduced.  The  operation 
of  this  circuit  is  generally  understood.  The  track  is  divided  into 


56 


insulated  sections  not  exceeding  20()()  feet  in  length.  Adjacent 
rail  ends  are  bonded  together  with  two  wires.  At  the  end  of 
the  insulated  section  farthest  away  from  the  signal  is  located 
the  track  battery  consisting  of  two  cells  of  ordinary  gravity  bat- 
tery, connected  in  multiple.  One  side  of  this  battery  is  con- 
nected to  one  rail  of  the  section,  and  the  other  side  to  the  other. 
That  end  of  the  section  nearest  the  signal  is  connected  to  a relay 
in  the  same  manner — one  rail  to  one  side  of  the  relay  and  the 
other  to  the  other  side. 

‘^The  normal  flow  of  the  current  is  from  one  side  of  the  bat- 
tery through  one  rail  and  the  relay  to  the  other  rail  and  back 
to  opposite  side  of  battery.  This  current  holds  up  the  armature 
of  the  relay  and  in  so  doing  closes  a local  circuit  which  passes 
through  the  signal  and  holds  it  clear.  The  entrance  of  a pair 
of  wheels  on  the  insulated  section  furnishes  a path  for  the  cur- 
lent  through  the  wheels  and  axles  having  less  resistance  than 
that  through  the  relay.  The  current  takes  this  path  and  cuts 
out  the  relay.  The  armature  drops,  breaking  the  local  circuit 
and  the  signal  goes  to  danger.” 

Comi)are  the  above  with  the  description  of  the  Robinson  sys- 
tem as  described  and  illustrated  heretofore  in  connection  with 
figures  2 and  3,  then  sweep  the  horizon  with  the  highest  power 
telescope  and  search  diligently,  though  in  vain, for  the  uncreated 
infinitesimal  atom  in  vacuity,  of  honor, honesty, and  fair-minded- 
ness of  the  party  putting  forward  the  K'obinson  System  of  Auto- 
matic Electric  Signals  bodily,  as  above  described,  under  the 
spurious  and  grossly  fraudulent  appellation  of  the  ^^Hall”  Sig- 
nal system. 

The  Hall  Signal  Company  relies  upon  carbonic  acid  gas  as  the 
medium  for  mechanically  actuating  the  signal,  by  fluid  pressure, 
and  the  action  of  this  gas  in  performing  its  work  is  controlled 
l)y  the  Robinson  closed  track  circuit  with  which  it  is  connected. 

But  even  this  method  of  operating  a signal  by  electrically 
controlled  gas  pressure  is  broadly  anticipated  by  Robinson ’s  IT. 
S.  patent  No.  267,259,  dated  Nov.  7,  1882,  Electro-Pneumatic 
Cate  and  Signal  Apparatus,  by  the  following  claims: 

‘H.  The  combination,  substantially  as  bereinbefoi*e  set  forth, 
of  a motor  automatically  conti'olled  by  a moving  vehicle  and  driv- 


57 


en  by  fluid-i)ressure  for  actuating  or  clianging  tlie  position  of  a 
gate  or  signal,  and  a weight  operating  under  the  force  of  gravity 
to  reverse  at  times  the  action  of  said  motor,  and  thereby  restore 
said  gate  or  signal  to  its  original  ][)osition.  ” 

In  a gate  or  signal-operating  mechanism  the  combination, 
substantially  as  hereinbefore  set  forth,  of  a piston  moved  to  and 
fro  within  a cylinder  by  fluid-pressure  and  by  the  action  of  a 
weight,  a valve  to  govern  the  jnovements  of  said  piston  by  con- 
trolling the  admission  and  exit  of  the  fluid  to  and  from  said 
cylinder,  and  means  for  automatically  operating  said  valve 
through  the  movements  of  a moving  vehicle.” 

Again,  the  Hall  Signal  Company  is  putting  forward  as  some- 
thing new  what  it  is  pleased  to  call  the  normal  danger”  signal 
system.  That  is,  the  Robinson  closed  rail  circuit  is  used  in  the 
usual  way;  but  the  local  circuit  including  the  signal-controlling 
magnet  under  control  of  the  relay  is  normally  an  open  circuit 
and  conseqeuntly  the  signal,  overbalanced  by  its  counterweight, 
is  normally  in  an  exposed  or  danger  position  against  an  ap- 
proaching train.  When  the  train,  however,  enters  upon  the  sec- 
tion with  which  the  signal  is  connected  the  relay  is  demagnetized 
by  short  circuiting  in  the  usual  way.  The  armature,  thus  re- 
leased, closes  circuit  on  the  back  contact  of  the  relay  thus  closing 
the  local  circuit  through  the  signal  controlling  magnet.  The 
danger  signal  is  thus  thrown  to  the  safety  position  in  the  face 
of  the  approaching  engineer  by  the  vitalizing  of  the  local  or 
signal-controlling  magnet. 

Mr.  Robinson  used  this  x^entical  arrangement  and  oiieration 
of  circuits  in  1872,  and  later. 

(See  description  of  Robinson’s  exhibit  at  State  Fair,  Erie, 
Pa.,  1872.) 

In  an  ap])lication  which  he  made  in  1872,  as  above  described, 
the  demagnetization  of  the  relay  by  short  circuiting  closed  the 
local  circuit  at  the  back  contact  of  the  relay  including  the  signal 
controlling  magnet  tlius  controlling  the  movement  and  actuation 
of  the  signal  mechanism.  When  the  relay  magnet  was  energized 
the  local  circuit  through  the  signal  controlling  magnet  was 
0])ened  and  the  signal  was  thus  normally  quiescent  or  ‘Mead.” 

AVlieu  a ^‘ong  is  placed  in  the  local  circuit  it  is  silent  when 

58 


the  section  is  clear  and  the  relay  vitalized,  but  when  a train 
enters  upon  the  section  thus  de-energizing  the  relay  the  local 
circuit  is  closed  and  the  bell  rings.  On  the  other  hand  when  a 
visual  signal  is  used  and  the  relay  vitalized  the  local  circuit  is 
opened  and  the  signal  is  thus  kept  in  a quiescent  state  by  its 
counterbalance,  and  reversed  by  the  closing  of  the  local  circuit 
when  the  relay  is  demagnetized. 

This  arrangement  of  circuits  is  also  shown,  substantially,  in 
Pig.  3,  herein,  reproduced  from  Robinson’s  circular  of  1874,  in 
which  the  de-energizing  of  the  relay  R closes  the  local  circuit 
through  its  back  contact,  the  wire  G,  the  line  wire  H and  gong  L. 
In  this  circuit  however,  an  additional  function  is  introduced, 
inasmuch  as  the  circuit  through  the  line  H is  not  completely 
closed  until  the  signal  C is  in  its  exposed  or  changed  position. 
In  this  case  the  de-energizing  of  the  relay  opens  the  circuit  of 
the  home  signal  and,  closing  circuit  on  its  back  contact,  actuates 
the  distant  signal  and  thus  proves  the  danger  position  of  the 
home  signal. 

The  substitution  of  one  form  of  signal  tor  another,  whether 
visual  or  audible,  does  not  involve  patentable  invention,  and 
the  trifling  modification  of  using  the  local  circuit  on  normally 
open  or  normally  closed  circuit  Mr.  Robinson  regarded  as  op- 
tional with  him  under  his  patents  and  not  involving  any  patent- 
able  difference.  At  any  rate  he  put  both  methods  in  actual 
operation,  according  to  his  convenience  and  purposes,  in  1872 
and  subseqeunt  years. 

In  view  of  the  foregoing  the  pretensions  of  the  Hall  Signal 
Company  to  possessing  anything  original  in  the  so-called  No'r- 
mal  Danger  Signal  System”  seems  to  have  no  better  sup])ort 
than  a broken  reed  and  a staff  of  pretension. 


Federal  Court’s  Decision  on  Robinson’s  Invention. 

Some  years  ago  the  Union  Switch  and  Signal  Company 
brought  suit  against  the  Philadelphia  & Reading  Railroad  Com- 
])any  and  the  Hall  Signal  Company  for  infringement  of  five 
patents,  two  granted  to  Oscar  Gassett,  one  to  Gassett  & Pisher 
one  to  George  Westinghouse,  Jr.  and  the  other  was  on  a small  de- 


59 


tail  having  no  bearing  on  the  art  and  was  decided  not  infringed. 

The  case  was  tried  before  the  Circuit  Court  of  the  United 
States  for  the  Eastern  District  of  Penna. 

The  Court  decided  that  the  Hall  Signal  Company  was  using 
the  Robinson  Signal  System  covered  by  Robinson’s  exjhred  pat- 
ents, which  had  becoine  public  property,  and  therefore  there  was 
no  infringement. 

The  case  was  appealed  to  the  United  States  Circuit  Court  of 
Appeals,  Tnird  Circuit,  which  affirmed  the  decision  of  the  lower 
Court. 

The  following  is  from  the  Court’s  discussion  of  the  Gassett 
patents : 

‘‘Long  before  October,  1880,  wliicli  is  the  date  of  granting  pat- 
ent No.  233,746  ( Gassett ’s)  William  Robinson  obtained  in  the 
United  States,  patent  No.  130,661,  dated  iVngnst  20,  1872,  the 
object  of  which  was  to  operate  electric  signals  by  means  of  mov- 
ing trains,  using  the  rails  of  the  track  as  conductors  of  the  elec- 
tric current.  He  divided  the  track  into  sections  insulated  at 
the  ends  and  created  a circuit  normally  closed  which  held  the 
danger  signal  at  safety.  When  the  train  entered  upon  the  sec- 
tion the  electric  current  short  circuited  through  the  wheels  and 
axles  of  the  cars  and  thereby  demagnetized  the  electro  magnet 
which  held  the  signal  at  safety  and  caused  it  to  change  to  danger. 
The  specification  of  this  patent  also  set  out  the  means  by  which 
any  desired  number  of  signals  could  be  operated  at  different 
points  from  a single  section  of  track.  Robinson  in  his  British 
patent  dated  August  29,  1879,  also  says:  ‘One  or  more  lines 
of  wire  may  also  be  used  to  operate  additional  signals,  for  in- 
stance to  indicate  when  the  block  signal  has  changed.’  ” 

“The  expressed  objects  of  both  inventions  [Gassett ’s]  are  to 
supplement  an  old  device  and  one  well  known  in  the  art.  It  will 
be  seen  that  tlie  division  of  the  track  into  insulated  signal  sec- 
tions having  a normally  closed  circuit  holding  the  signal  at  safe- 
ty, together  with  the  breaking  of  this  circuit  by  the  passing  of 
the  electric  current  through  the  wheels  and  axles  of  the  mov- 
ing train,  and  thereby  placing  the  signal  at  danger,  was  but  the 
Robinson  device  hereinbefore  referred  to,  while  the  means  em- 
j)loyed  for  the  continuation  of  the  exhibition  of  the  danger  sig- 

60 


iial  (luring  the  time  oc^mpied  by  tiie  train  in  traversing  a deter- 
minate  ])ortion  of  the  next  siuH'eeding  signal  sc^etion  alone  luul 
the  semblance  of  novelty.  Tliis  continuation  of  the  danger  sig- 
nal has  been  presliadowed  by  Robinson.” 

The  Westinghonse  patent  of  record  describes  the  Kol)inson 
system  specifically  and  refers  to  it  as  “the  well  known  Robin- 
son closed  track  circuit  system,”  * * * .^nd  says:  “This,  also,  is 
common  to  the  Robinson  system  referred  to;  but  instead  of  using 
these  magnets  to  actuate  signals  I employ  them  as  relays.” 

Robinson  put  in  operation  in  1872,  everything,  substantially, 
embodied  in  the  subject-matter  of  the  above  described  Westing- 
house  patent,  and  embodied  the  same  in  every  signal  installation 
which  he  made  subsequently  thereto.  Furthermore  he  described 
the  same  in  a circular  issued  by  him  in  1872,  and  illustrated  the 
same  in  a circular  issued  by  him  in  Sept.,  1874,  a reproduction 
of  said  illustration  is  found  in  figure  3 of  this  paper.  Thus 
Westinghouse,  in  taking  out  the  above  patent  in  1883,  was  just 
eleven  years  behind  Robinson’s  actual  invention  and  reduction 
to  practice  of  the  same  thing. 

As  to  this  Westinghouse  patent  the  Court  says: 

“We  are  of  opinion  that  the  patent  No.  270,867  is  void  for 
want  of  novelty.” 

As  to  the  Hall  installations  the  Court  says:  “An  examination 
of  the  defendant’s  device  shows  that  he  has  embodied  the  Rob- 
inson principle  which  was  free  to  the  world.” 

Again  the  Court  says:  “Both  complainants  and  defendants 
operate  upon  the  Robinson  principle.” 

Thus,  while  Robinson  had  no  personal  interest  in  the  above 
suit  the  Federal  Courts  have  vindicated  his  reputation  as  the 
“creator”  of  the  closed  rail  circuit  of  signaling  as  against  both 
of  the  freebooting  pirates,  Westinghouse  and  Hall. 


Concession  by  Counsel  for  the  Hall  Signal  Company. 

Counsel  for  the  Hall  Signal  Company,  in  his  argument  before 
the  Court  of  Appeals  in  the  above  suit  made  the  following  re- 
markable concession: 

“Defendant’s  operation  is,  in  everj^  part  and  parcel,  on  every 


61 


foot  of  every  se(‘tioii,  and  over  every  signal,  a Robinson  opera- 
tion  pure  and  simple,  * * * * the  track  magnet  always,  and  for 
every  purpose,  acting  as  a relay,  as  prescribed  by  Robinson,  to 
(jpen  a secondary  circuit  containing  the  signal;  in  fact  con- 
taining two  signals,  as  also  prescribed  by  Robinson,  and  each 
section  in  that  way  controlling,  through  an  ordinary"  double 
relay,  three  signals,  as  Robinson  says  may  be  done — namely, 
one  home  and  two  distant  signals  (a  near  one  on  the  same  post 
with  the  home  and  a distant  one  a mile  to  the  rear).  Even^ 
characteristic  Rohinson  feature  is  retained.  Every  signal  taken 
by  itself  is  a pure  Robinson  signal.  The  whole  taken  together 
is  a mere  assemblage  of  Robinson  signals.” 

How  does  the  above  voluntary  statement  made  by  Counsel 
for  the  Hall  Signal  Company,  hefore  the  Court  of  Appeals,  com- 
port with  tlie  fact  that  for  years  the  Hall  Signal  Company  has 
been  deliberately  installing  the  above  described  system  under 
the  pseudonym  of  the  ^MTall  Signal  System!” 

The  following  further  extract  from  the  above  named  argai- 
ment  will  doubtless  be  of  interest  to  signal  engineers:  ‘‘But 
the  ‘real  protection’  here  spoken  of  was  given  to  the  art  by 
Robinson.  * * * That  is  to  say,  the  idea  of,  and  the  means  for, 
holding  a signal  completely  under  the  control  of  the  train  after 
that  train  had  passed  the  entrance  to  the  portion  of  track  which 
that  signal  is  designed  to  guard  came  from  Robinson,  and  came 
wholly  from  Rohinson.  That  is  a question  of  the  method  of 
train  control  over  signals^  and  has  nothing  to  do  with  the  pres- 
ence or  absence  of  an  overlapping  arrangement  of  the  so-con- 
B'olled  signals.  Robinson  fully  disclosed  the  closed  track  circuit 
niethod  of  train  control  over  signals  and  generically  disclosed  it, 
and  tlie  entire  credit  for  the  continuous  and  complete  control 
of  the  train  over  the  signal  thereby  secured  is  due  to  Robinson, 
whether  one  use  or  application  or  another  be  made  of  that 
method,  and  whether  it  be  exercised  from  one  portion  of  the 
track  or  another,  and  whether  it  be  extended  to  one  length  of 
track  or  to  another,  and  whether  those  lengths  of  track  so  con- 
trolling adjacent  signals  overlap  each  other  or  not,  and  whether 
one  or  more  signals  are  simultaneously  so  controlled  from  a giv- 
en section  of  track.” 


62 


Oscar  Gassett's  Connection  With  Automatic  Signaling. 


In  December,  1875,  as  heretofore  stated,  Robinson  went  to 
Boston  and  took  nj)  bis  residence  tliere.  At  that  time  Gassett 

Fisher  had  a small  slio})  in  Boston  for  manufacturing  electrical 
apparatus, — jobbing.  Fisher  was  the  mechanic,  and  a very  good 
and  reliable  workman.  Gassett  was  a clerk  in  the. Boston  post- 
office,  and  spent  much  of  his  ofl‘  time  at  the  shop  tinkering  over 
something.  He  never  showed  any  signs  of  mechanical  ability 
or  originality. 

Mr.  Robinson  engaged  this  firm  to  manufacture  most  of  the 
signal  apparatus  which  he  used  in  installing  his  signal  system 
on  various  roads  in  Massachusetts,  as  heretofore  described, 
during  the  years  1876-7-8. 

Gassett  took  a great  interest  in  the  Robinson  signal  system 
and  became  intensely  anxious  to  become  personally  interested 
in  it  in  some  way.  Robinson,  however,  considered  him  a rather 
light  weight  and  did  not  at  first  regard  him  seriously. 

Gassett,  however,  had  the  excellent  (luality  of  being  very 
persevering.  It  transpired  also  that  he  had  some  wealthy  and 
influential  friends  and  relatives.  Mr.  Wendell  Phillips  was  his 
uncle,  and  it  was  only  at  the  personal  suggestion  of  Mr.  Phillips 
that  Robinson  consented  to  give  Gassett  a chance  to  connect 
himself  with  the  Robinson  automatic  signal  system — as  a pro- 
moter only,  his  interest  and  connection  with  the  system  being 
entirely  contingent  on  his  success  as  a promoter. 

In  line  with  this  determination  Robinson  authorized  Gassett 
to  equip  ten  miles  of  the  Fitchburg  Railroad  with  the  Robinson 
automatic  signal  system.  This  was  in  1878. 

I may  now  here  introduce  a matter  of  some  importance  be- 
cause of  its  bearing  on  coming  disclosures : 

Some  time  before  going  to  Boston  Robinson  prepared  a 
specification  and  drawings  preparatory  to  applying  for  a patent 
on  his  rail  bond  wire.  The  specification  was  verified  and  ready 
for  filing,  and  the  drawing  was  completed  and  ready  for  inking. 
Idiese  papers  he  loaned  to  Gassett,  in  December,  1875,  or  Jan- 
uary, 1876,  and  Gassett  and  Fisher  both  became  familiar  with 
the  bond  wire  from  these  pax)ers  and  Robinson’s  exj)lanations  of 

63 


tlie  necessity  for  using'  tliein  and  tlie  necessary  ])oints  to  be 
observed  in  applying  thein. 

Some  time  afterwards  Kobinson  asked  for  the  return  of  these 
pa})ers  but  Gassett  professed  not  to  be  able  to  find  them.  Rob- 
inson often  repeated  his  demand  for  the  return  of  these  j)apers 
during  months  and  even  years  afterwards,  but  the  papers  were 
never  returned. 

Meanwhile  i^reparations  were  going  on  for  the  equipment  of 
the  Fitchburg  railroad,  as  above  described.  Gassett  seemed  to 
have  a pretty  poor  opinion  of  the  Robinson  rail  bond.  He 
tliought  he  could  do  better.  He  therefore  got  up  a device,  by 
courtesy  called  a rail  bond,  each  bond  consisting  of  five  detach- 
able ])ieces  including  two  cast  iron  clamps  for  clamping  the 
device  to  the  flanges  of  the  rails.  It  proved  an  utter  failure 
both  electrically  and  mechanically,  and  had  to  be  taken  off 
almost  immediately  and  the  Robinson  bond  wire  substituted. 

1 have  recently  had  in  my  hand  a clipping  from  a Boston 
p.-iper  giving  an  account  of  a visit  made  by  certain  gentlemen 
to  see  the  operation  of  the  installation  of  the  Robinson  auto- 
matic signal  system  just  after  it  was  put  in  operation  on  the 
Fitchburg  Railroad. 

That  slip  stated  that  the  system  was  the  ^Gnvention  of  Gassett 
it  Fisher  and  Robinson.”  Observe  the  sequence  of  the  names! 
As  a matter  of  fact,  however,  Gassett  and  Fisher  had  not  at 
that  time  invented  any  ])art  or  improvement  whatever  in  con- 
nection with  the  system,  not  even  what  might  be  covered  by  the 
shadow  of  a finger  tip  at  midnight. 

The  above,  however,  is  merely  a straw.  The  fact  seems  to  be 
that  Gassett  was  developing  an  almost  insane  desire  to  be  known 
in  some  way.  as  an  inventor  in  connection  with  the  Robinson 
system,  as  will  appear  from  what  follows : 

Mr.  Robinson  went  abroad  in  March,  1879,  and  was  gone 
fifteen  months  returning  in  June,  1880.  While  he  was  gone, 
on  May  4,  1880,  Gassett  & Fisher  took  out  a United  States  patent 
on  the  Robinson  bond  wire  described  and  illustrated  in  the 
papers  which  Robinson  loaned  to  Gassett  nearly  five  years 
before  and  which  were  never  returned. 

The  above  patent  seems  to  explain  why  those  papes  were 
never  returned.  On  returning  from  abroad,  1 asked  Mr.  Fisher 

64 


to  explain  why  he  joined  Gassett  in  taking  out  a patent  on  the 
liohinson  hond  wire.  He  explained  that  the  attorney  for  the 
eonii)any  told  him  that  it  would  he  all  right,  and  so  he  thought 
it  must  he,  liohinson  being  out  of  the  country. 

Mr.  Fisher  as  1 have  intimated,  was  an  ingenious  and  skilled 
mechanic,  and,  I believe,  a thoroughly  honest  man  but  knew 
nothing  about  patents  or  patent  law  and  I cheerfully  acquitted 
him  of  any  intentional  wrong  doing  in  the  above  matter. 

In  tlie  suit  between  the  Union  Switch  & Signal  Company  and 
the  Hall  Signal  Company,  above  described,  Gassett  was  a wit- 
ness and  on  being  questioned  admitted  that  he  had  received 
from  Robinson  the  papers  on  the  bond  wire  as  above  described. 

While  Mr.  Robinson  was  abroad  a very  full  illustrated  de- 
scription of  the  Robinson  automatic  signal  system,  in  its  var- 
ious phases  and  applications,  was  published  in  the  Railroad 
Gazette,  covering  six  and  a half  pages.  The  article  was  pre- 
pared by  Mr.  Thomas  F.  Krajewski. 

In  introducing  the  description  of  the  system  the  article  says : 
‘‘Mr.  Oscar  Gassett  is  its  principal  inventor.’^  Robinson’s 
name  is  not  mentioned  at  all,  nor  is  that  of  any  one  but  Gassett. 

The  above  unclarified  falsehood  is  doubtless  explained  by  the 
fact  that  in  Robinson’s  absence  J.  Gardiner  Sanderson,  Gas- 
sett’s  cousin,  was  Manager  of  the  company  and  Oscar  Gassett 
Superintendent.  They  thus  had  the  best  possible  opportunity 
to  impose  upon  Mr.  Krajewski  and  lead  him  to  unwittingly 
publish  a base  falsehood  to  the  world,  while  Gassett  could  hide 
behind  Robinson’s  absence,  and  congratulate  himself  on  the 
fugitive  fame  he  had  acquired  by  an  insane  plunge  into  the 
fountain  of  Mendacity,  a palpably  short  sighted  plunge  which 
seems  to  justify  a suspicion  as  to  his  mental  responsibility. 

The  system  described  in  the  paper  is  the  Robinson  system 
pure  and  simple. 

A careful  review  of  all  the  facts  fails  to  show  that  Gassett 
ever  added  anything  to  the  art  of  automatic  signaling.  He  got 
the  subject-matter  for  the  spurious  patents  which  he  secured 
from  disclosures  made  to  him  by  Robinson,  as  illustrated  by  his 
conduct  in  respect  to  Robinson’s  bond  wire,  as  above  described, 
for  instance. 


65 


Infringements. 


In  tlie  NeAV  York  Subway  the  alternating  current  from  a step- 
down  transformer,  is  used  to  magnetize  the  track  relays  for 
signaling  purposes  in  order  the  more  readily  to  prevent  inter- 
ference between  the  propulsion  and  the  signal  controlling  cur- 
rents. When  the  subway  was  opened  in  1904,  this  application 
of  the  alternating  current  was  heralded  as  a most  wonderful 
improvement.  It  was  said  to  open  up  a field  in  some  respects 
revolutionary  and  is  considered  essential  to  the  successful  opera- 
tion of  the  subway  system. 

This  discovery  however,  like  some  others  of  the  Union  Switch 
and  Signal  Company,  was  rather  belated  in  making  its  advent 
into  the  world. 

Mr.  Robinson  took  out  a patent  on  an  Electric  Railway 
System,  dated  Sept.  1,  1896,  No.  566,801,  application  filed  Dec. 
19,  1894,  generically  covering  the  same  invention,  as  will  appear 
from  the  following: 

Claim  11.  ‘‘The  combination,  substantially  as  described,  of 
a continuously  closed  circuit,  a magnet  included  in  said  circuit 
and  operated  or  controlled  without  actually  opening  the  circuit 
of  said  magnet,  a transformer  arranged  to  energize  said  circuit 
with  a current  of  low  voltage  derived  from  a current  of  higher 
voltage  and  means  for  demagnetizing  said  magnet  by  short 
circuiting.  ’ ’ 

Again,  in  the  signal  installations  made  by  the  Union  Switch 
& Signal  Company  on  the  Boston  Elevated  Railway,  and  the 
Pennsylvania  Railroad,  and  presumably  on  many  other  roads, 
the  sectional  conductors  are  furnished  with  current  from  a 
single  generator  connected  in  multiple  to  various  sections. 

This  construction  and  arrangement  are  anticipated  generic- 
alU  by  claim  I of  Robinson’s  patent  No.  580,057,  dated  April  6, 
1897,  application  filed  January  21,  1895.  The  following  is 

Claim  /.  “The  combination, 'substantially  as  described,  of  a 
plurality  of  electro-magnets  included  in  a continuously-closed 
circuit  formed  in  part  of  two  parallel  lines  of  sectional  contact 
conductors,  said  magnets  being  operated  or  controlled  without 


66 


opening  the  circuit  of  the  same,  an  electric  generator  furnishing 
current  to  said  magnets  through  said  parallel  sections  of  con- 
tact conductors,  and  means  for  demagnetizing  each  of  said 
magnets  in  succession,  independently  of  the  others,  by  making 
short  circuiting  contact  between  said  respective  parallel  sec- 
tions of  contact  conductors.” 

It  will  be  seen  from  the  foregoing  that  the  Boston  Elevated 
Kailway  Company,  the  Interborough  Railway  Company,  operaC 
ing  the  New  York  Subway,  the  Pennsylvania  Railroad  Company, 
and  probably  many  others,  are  all  infringing  the  above  patents, 
which  are  the  exclusive  property  of  Mr.  Robinson  and  that  the 
Union  Switch  and  Signal  Company  is  a general  infringer  of  the 
same. 


Reputation  as  an  Asset. 

Mr.  Robinson’s  life  work  has  been  devoted  chiefly  to  improve- 
ments in  connection  with  railroads. 

It  will  be  understood  therefore  that  the  credit  and  reputation 
of  having,  at  the  beginning  of  his  career,  created  an  epoch-mak- 
ing invention  of  incalculable  value  to  the  human  race  in  the 
wholesale  saving  of  life,  limb  and  property  on  railroads,  must 
be  an  asset  of  well  nigh  incalculable  pecuniary  value,  to  say 
uothing  of  its  sentimental  interest,  in  the  course  of  twenty-five 
or  thirty  of  the  best  years  of  his  life.  The  value  of  such  an 
asset  must,  in  this  case  run  up  very  high  into  the  hundreds  of 
thousands  of  dollars,  and  as  dollars  are  counted  in  these  days, 
doubtless  into  the  millions. 

This  is  a rough  estimate  of  the  tangible  inherent  property 
rights  of  which  George  Westinghouse,  President  of,  and  in  con- 
spiracy with,  the  Union  Switch  & Signal  Com])any,  and  William 
\\  Mall,  President  of  and  in  combination  with,  the  Hall  Sigiial 
(’ompany,  have  deliberately  robbed  Robinson,  as  criminally  as 
if  they  had  waylaid  him  in  a dark  wood  and  stolen  this  pro))erty 
by  force  of  arms;  and  as  to  cons^heiu'e  or  remorse!  Bnt  why 
discuss  a nonentity f Moral  paresis  obliterates  conscience. 


67 


It  has  heretofore  been  pointed  out  that  the  Federal  Courts 
have  already  decided  that  tlie  Union  Switch  & Signal  Comjjany 
and  the  Hall  Signal  Company^  are  both  using  the  system  ^‘cre- 
ated by  Kobinson.”  This  is  a Court  of  Appeals  decision  that 
Robinson,  and  nobody  else,  is  entitled  to  the  credit  and  reputa- 
tion of  having  ‘'created’’  this  invention. 

Under  the  circumstances  an  injunction  can  doubtless  be  ob- 
tained against  these  reputation-pirates  on  application,  and 
exemplary  damages  by  due  process. 

It  may  be  here  pointed  out  that  the  great  business  success  of 
the  Hall  Signal  Company  is  based  exclusively  on  its  use  of  Rob- 
inson’s inventions,  and  the  phenominal  success  of  the  Union 
Switch  & Signal  Company  is  based  chiefly  on  the  Robinson  in- 
ventions, and  the  inverted-pyramid  reputation  of  Gleorge  West- 
inghouse  as  an  inventor  has  been  immensely  expanded, — not  to 
say  rendered  top  heavy  to  its  fail — by  the  grand  larceny  and 
adding  thereto,  by  George  Westinghouse,  of  Robinson’s  credit, 
work  and  reputation  as  a creative  and  epoch  making  inventor. 


What  Robinson  Has  Done  in  Automatic  Electric  Signaling. 

1.  He  has  created  an  epoch  making  invention  of  incalculable 
value  to  the  human  race  in  the  wholesale  saving  of  life  and  prop- 
erty on  railroads,  an  invention  of  increasing  importance  and 
efficiency  as  time  passes  and  its  use  is  extended. 

It  is  an  invention  sc  unique  and  profoundly  philosophical  that 
those  best  skilled  in  the  electrical  art  at  the  time  it  was  made, 
declared  that  it  was  contrary  to  all  known  laws  of  electrical 
action  and  could  not  possibly  work.  It  took  years  after  it  was 
in  full  and  perfect  operation  to  educate  some  of  these  wiseacres 
up  to  it. 

2.  Robinson’s  invention  was  not  an  improvement  on  some- 
thing that  preceded  it.  It  had  no  precedent.  It  was  an  entirely 
new  creation  involving  principles  and  methods  of  operation 
never  before  known  or  used  by  anybody. 

8.  His  invention  was  almost  unique  in  this:  It  was  a basic 


68 


invention  conceived,  tested,  put  in  practical  operation  in  many 
installations,  and  perfected,  as  a system,  in  all  its  details,  by 
its  original  inventor.  He  reduced  it  to  its  lowest  terms  and 
its  highest  efficiency,  a perfection  and  efficiency  of  o])eration 
which  have  not  been  exceeded  since  it  left  his  hands  many  years 
ago. 

4.  His  invention  has  made  possible,  with  safety,  the  high 
speed  railroading  of  to-day.  Without  this  automatic  signal 
system  of  lightning  expresses  now  running  could  not  average 
half  their  present  speed  with  safety. 

A PRACTICAL.  ILLUSTRATION  I 

5.  As  already  stated,  the  automatic  signal  system  used  in  and 
controlling  tlie  operation  of  traffic  of  the  New  York  Subway  is 
purely  and  exclusively  a Robinson  system. 

The  magnitude,  importance  and  value  to  humanity  of  this 
Robinson  invention  may  be  understood  at  a glance,  as  follows: 

Suppose  that  all  the  automatic  electric  signals  in  the  subway 
were  removed  and  the  present  high  speed  and  frequent  headway 
schedule  of  trains  were  maintained,  it  would  not  be  an  hour 
before  the  subway  would  be  filled  with  wrecks  from  end  to  end;  it 
would  be  a charnel  house  entombing  thousands  of  dead,  while 
the  roof  would  be  rent  asunder  by  the  shriekings  and  wailings 
of  the  imprisoned,  maimed  and  dying  victims  of  wrecks  and 
burning. 

6.  Robinson’s  automatic  signal  system  has  increased  the 
traffic  capacity  of  the  New  York  Subway  at  least  three-fold,  and 
])robably  twice  that.  Without  it  the  subway  equipment  could 
not  transport  with  safety,  one-fourth  the  number  of  passengers 
now  carried. 

7.  This  invention  has  created  a practically  new  industry,  giv- 
ing em])loyment  to  many  thousands  of  men,  in  various  capacities, 
skilled  and  unskilled. 

8.  It  is  enriching  the  railroads  by  enabling  them  to  carry  on 
twice  the  traffic,  with  a given  equipment,  that  they  could  ever 
do  before,  and  also  by  saving  their  ecjiiipment  from  destruction 


69 


by  collisions  and  other  destructive  means,  and  in  saving  them 
from  being  mulcted  in  damages  for  killing  and  maiming  the 
traveling  public. 

9.  The  Robinson  automatic  system  is  admittedly  the  only 
signal  system  ever  produced  that  meets  all  the  reciuirements  of 
safe  and  rapid  railroading. 

10.  Robinson’s  subsidiary  invention  of  the  rail  bond,  made 
more  than  thirty  years  ago  in  connection  with  his  automatic 
system  of  signaling,  and  now  in  universal  use  on  all  electric 
roads  using  the  track  return,  throughout  the  world,  has  made 
possible  electric  railroading  as  practiced  today.  Without  this 
Robinson  bond  or  its  equivalent  those  electric  roads  using  the 
track  return  could  not  be  operated. 

11.  The  Riobinson  automatic  system  is  a humanitarian  inven- 
tion of  the  very  highest  order,  to  which  thousands  of  travelers 
by  rail  are  indebted  for  the  preservation  of  life  and  limb. 


